CA1176178A - Light weight internal combustion engine with stationery pistons and rotary valves - Google Patents
Light weight internal combustion engine with stationery pistons and rotary valvesInfo
- Publication number
- CA1176178A CA1176178A CA000408910A CA408910A CA1176178A CA 1176178 A CA1176178 A CA 1176178A CA 000408910 A CA000408910 A CA 000408910A CA 408910 A CA408910 A CA 408910A CA 1176178 A CA1176178 A CA 1176178A
- Authority
- CA
- Canada
- Prior art keywords
- passage
- pistons
- fuel mixture
- bores
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B59/00—Internal-combustion aspects of other reciprocating-piston engines with movable, e.g. oscillating, cylinders
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
ABSTRACT
A compact light weight engine with few moving parts com-prising one or more moving hollow cylinders each divided into two sections by a solid circular disc in the centre, a stationery piston slideably contained at both ends of each cylinder forming two combustion chambers, an igniter device, an exhaust port, a fuel inlet port in the face of each piston, conduit pipes for exhaust and fuel intake connected at one end to the respective ports in the piston face and at the other end to a rotary valve which operates in a timed relationship with the igniter device to allow the fuel mixture in the combustion chamber to be ignited and to provide a connection for the exhaust to the outside causing the hollow cylinder to move in a reciprical motion with respect to the stationery pistons. A rod connecting the moving cylinders to a crankshaft converts the reciprical motion into circular motion which rotates the rotary valve and also provides a rotational power output.
A compact light weight engine with few moving parts com-prising one or more moving hollow cylinders each divided into two sections by a solid circular disc in the centre, a stationery piston slideably contained at both ends of each cylinder forming two combustion chambers, an igniter device, an exhaust port, a fuel inlet port in the face of each piston, conduit pipes for exhaust and fuel intake connected at one end to the respective ports in the piston face and at the other end to a rotary valve which operates in a timed relationship with the igniter device to allow the fuel mixture in the combustion chamber to be ignited and to provide a connection for the exhaust to the outside causing the hollow cylinder to move in a reciprical motion with respect to the stationery pistons. A rod connecting the moving cylinders to a crankshaft converts the reciprical motion into circular motion which rotates the rotary valve and also provides a rotational power output.
Description
~ ~76178 The present invention relates to an engine design which eliminates the massive block of an internal combustion engine and most of the moving parts.
The invention provides an engine with fixed pistons, moveable cylinders and rotary valves which result in a signif-icant reduction in the bulk of the engine and the number of moving parts. Power output from the engine is equivalent to that of conventional internal combustion engines. Since the mass of the engine is much less than a comparable internal combustion engine the power output to weight ratio is signif-icantly higher which results in an improved overall efficiency.
Maintainance and manufacturing costs of the engine are substantially lower than a conventional internal combus-tion engine due to the small number of moving parts and the reduction of mass.
The invention relates to an engine which has pairs of opposed pistons rigidly fixed to a frame. Each pair of opposed pistons are slidably contained in two bores defined by a single moveable hollow cylinder, which has a solid disc-like central partition. The fuel mixture is fed into, and the exhaust removed, from the bores by passages and a rotary valve means operating in a timed relation with an igniter means in the bores. Ignition of the fuel mixture causes the cylinder to move in a reciprocal motion with respect to the stationery pistons. The resultant reciprocal motion may be changed into rotary motion by a linkage means fastened to the cylinder and coupled to a "reciprocating to rotational motion converter"
(RRMC). Cooling and lubrication means are embodied in the engine.
By way of example, specific embodiments of the in-vention will be described with reference to the accompanying drawings.
~ !7617P
In drawings which illustrate embodiments of the invention, Figure 1 is a partial front view of the engine of this invention depicting two pairs of pistons, Figure 2 is a plan view of the engine of Figure 1, Figure 3 is a cross-sectional view along the line II-II of Figure 1, Figure 4 is a cross-sectional view along the line X-X of Figure 3, Figure 4 (a) is an enlargement of the exhaust valve assembly shown in Figure 4, Figure 5 is a cross-sectional view through one rotary valve along V-V of Figure 2, and Figure 6 (a) through Figure 6 (b) are diagramatic views of the operational position of one rotary valve for a two-cylinder engine. The letters on all of these figures have the following meaning:
I = INTAKE
E = EXHAUST
P = POWER
K = COMPRESSION
EFMS means external fuel mixture supply.
This invention relates to an internal combustion engine 2, as shown, in general, in Figure 1 and Figure 2.
The engine 2 comprises a pair of moveable, hollow cylinders 3 and 4, best seen in Figure 3, each divided into twc bores 5, 6 and 7, 8 by solid, circular discs 9, 11, connected in a parallel relationship by a rigid union 12 to form cylinder assembly 13, two pairs of opposite extending stationery, hollow pistons, 14, 15 and 16, 17, a set of four valve means such as rotary valves 18, 19, 21, 22, shown in Figure 2 and described in greater detail later, which regulate the opera-tional state of each piston, a fuel mixture passage 23 and an ~ , 2 ! ~7617~
exhaust passage 24 for each piston, as best seen in Figure 4, an igniter means 25, 26, 27, 28 in each piston, as shown in Figure 3 and as seen in Figures 1 and 2, a power take off means 29 comprising of a connecting rod mount 31, a connecting rod 32, a crankshaft throw 33 and a crankshaft 34, a connect-ing means such as a speed reducer 35 connected to the crank-shaft 34 and rotary valves 18, 19, 21, 22. The speed reducer 35 positions the rotary valves 18, 19, 21, 22 and sets an elec-trical switching device well known in the art to activate an igniter means such as a conventional spark plug 25, 26, 27, 28, as seen in Figure 3, in a timed relationship to cause a fuel mixture to explode, thereby moving cylinder assembly 13 in re-ciprocating motion. A rigid frame 36, as seen in Figure 1 and Figure 2, supports and connects the various engine components.
In the preferred embodiment of this invention, as best seen in Figure 3, one hollow cylinder member 3 is divided into two bores 5, 6 by a solid circular disc 9, the second hollow cylinder member 4 is divided into two bores 7, 8 by a solid circular disc 11. Each bore 5, 6, 7, 8 is a part of a combustion chamber 37, 38, 39, 40, respectively. Combustion chamber 37 is oppositely positioned to a second combustion chamber 38 and a third combustion chamber 39 is oppositely positioned to a fourth combustion chamber 40. One typical combustion chamber 37, as seen in Figure 3, is defined by a piston face 42 of the piston 14, a piston ring 46 which is at-tached to the external peripheral surface of piston 14, the bore 5 of cylinder 3, and disc 9. The other pistons 15, 16, 17 likewise have piston rings 47, 48, 49. The two cylinders 3, 4 are connected in a parallel relationship by the coupling means 12 as seen in Figure 2, in order to form cylinder assembly 13. The connecting rod mount 31 is fastened to the rigid union 12 to hold one end of the connecting rod 32. It is to ! l7617~
be understood that lubrication, as known in the art, has to be provided between the surfaces of the moving cylinder assembly 13 and the piston rings 46, 47, 487 49. Pistons 14 and 16 are the legs of a hollow, tubular member 51 formed in the shape of a "U", as best seen in Figures 2 and 3 and pistons 15 and 17 are legs of another tubular member 52 oppos-itely disposed to the first tubular member 51. The ends of the tubular members 51, 52 are closed with circular discs which form piston faces 42, 43, 44, 45, as best seen in Figures 3 and 4.
The construction of one typical piston of this in-vention, for example piston 14, can be best followed when re-ferring to Figure 4. The fuel mixture passage 23 which orig-inates at rotary valve 18, as seen in Figure 2, extends longi-tudinally through the piston 14, as seen in Figure 4, to an aperature 53 in piston face 42. A fuel valve assembly 54, such as a ball valve, as is well known in the art, is located in the fuel mixture passage 23 at the entrance to the combustion chamber 37. The exhaust passage 24 also originates at rotary valve 18 in a spaced relationship below the fuel mixture passage 23 and extends longitudinally through the piston 14 to a second aperature 55 in piston face 42. An exhaust valve assembly 56 such as a gate valve, as is well known in the art, is located in the exhaust passage 24 at the entrance to com-bustion chamber 37. The spark plug 25 extends from the inside of piston 14 through the piston face 42 so that its conventional electrodes are just inside the combustion chamber 37. A fuel igniter egress tube 57 originates at the back of the piston 14 and terminates on the piston face 42 surrounding igniter means 25. The fuel valve assembly 54, as seen in Figure 4, closes when the combustion chamber 37 is under compression and opens only when rotary valve 18 is in the intake position, as seen in ~ 17617~
Figure 6 (a)., The exhaust valve assembly 56~ as seen in Figure 4, opens for exhausting the spent fuel mixture only when the rotary valve 18 is in the exhaust position, as seen in Figure 6 (d). Both valve assemblies 54 and 56 work in con-junction with the rotary valves 18, 19, 21, 22 to provide valve action at the combustion chamber 37, 38, 39, 40. The fuel igniter egress tube 57 provides access for the removal or installation of the fuel igniter 25.
A rotary valve unit 68, as seen in Figure 2, com-prising the four rotary valves 18, 19, 21, 22 is connected to the speed reducer 35. These rotary valves provide the fuel mixture intake and exhaust for the combustion chamber they are connected to. A cross-section V-V through the rotary valve unit 18 is shown in Figure 5. The rotary valve unit 68 is comprised of a hollow rotatable cylinder member 58, slideably contained in a hollow, fixed cylinder member 59. At each location of the rotary valves 18, 19, 21, 22 a hollow conduit tube 61 passes laterally through a diameter of the rotatable cylinder member 58. The four hollow conduit tubes 61 rotate with the rotatable cylinder member 58. Each of these hollow conduit tubes is a rotary valve, since in the proper spatial position they form a passageway for either the fuel mixture or the spent fuel mixture.
The rotary valve 18 is typical of all the rotary valves. As seen in Figure 5 there are a first pair of aper-atures64 and 65 in the fixed cylinder member 59 which are op-positely positioned and aligned such that when the hollow conduit tube 61 is rotated into the horizontal position a passageway through the fixed cylinder member 59 is established.
The first fuel mixture passage 23 is connected at one end to the fixed cylinder member 59 around the aperature 64 and at the other end to the combustion chamber 37 around aperature !~ 7617~
53, best seen in Figure 4, the second ~uel ~ixture passage 66 originates at the fixed cylinder m~mber 59 around the apera-ture 65 and terminates at the external fuel mixture supply.
The passageway through the fixed cylinder member along with the fuel mixture passages 23 and 66 forms a complete passage from the external fuel mixture supply to the combustion chamber 37. A second pair of aperatures 62 and 63 in the fixed cylinder member 59 are oppositely positioned and aligned to form a passageway through the fixed cylinder member 59 when the con-duit tube 61 is at a 45 degree angle to a line joining thecentres of aperature 62 and aperature 63.
The first exhaust passage 24, starts at the fixed cylinder member 59 around the aperature 62 and terminates at the combustion chamber 37 around the aperature 55, best seen in Figure 4, the second exhaust passage 67 originates at the fixed cylinder member around aperature 63 and extends to a position to discharge the spent fuel mixture to the atmosphere.
When the hollow conduit tube 61 connects aperatures 62 and 63 a passage from combustion chamber 37 into the atmosphere is established. As seen in Figure 5, when the hollow conduit tube 61 connects to the two fuel mixture passages 23 and 66, the two exhaust passages 24 and 67 are sealed by the rotatable cylinder member 58, and when it connects the two exhaust pass-ages 24 and 68, the two fuel mixture passages are closed by the rotatable cylinder member 58. The four conduit tubes 61 of the rotary valves 18, l9, 21, 22 are so positioned as to provide the proper sequence of power, exhaust, compression and intake for each of the four combustion chambers 37, 38, 39, 40.
The rotatable cylinder member 58 which is sealed at each end is filled with oil, by a means well known in the art, which seeps through holes 60 drilled in its walls, seen in Figure 5, to provide lubrication for the moving surfaces. Reciprocal 7617~
motion of the cylinder a~sembly 13 of the engine 2, as best seen in Figure 1 and Figure 2, is converted into rotational motion by the power take off means 29.
As seen in Figure 1 and Figure 2 rotation of the crankshaft 34 rotates the speed reducer 35 which rotates the rotatable cylinder ~9 of the rotary valve unit 68 causing all the rotary valves 18, 19, 21, 22 to rotate simultaneously.
The crankshaft rotation operates an ignition timing device, as known in the art, to activate the fuel igniter means 25, 26, 27, 28 to achieve ignition in the proper time relation.
The operation of the engine 2 can best be seen by referring to Figure 3 and Figures 6 (a), 6 (b), 6 (c), 6 (d).
The moveable cylinder assembly 13 is moved into the position shown in Figure 3 by an external starting means, as known in the art, which sets the engine 2 in start position. The com-bustion chamber 40 of piston 17 contains fuel mixture under compression, its rotary valve 22 is in the power position as seen in Figure 6 (c), and combustion chamber 39 of piston 16 contains spent fuel mixture, its rotary valve 21 is in the be-ginning of the exhaust position, as seen in Figure 6 (d). At the same time combustion chamber 37 of piston 14 contains fuel mixture at atmospheric pressure, its rotary valve 18 is in the fuel mixture compression position, as seen in Figure 6 (b), and the combustion chamber 38 of piston 15 contains the rem-nance of the spent fuel mixture at atmospheric pressure, its rotary valve 19 is in the beginning of the fuel intake position, as seen in Figure 6 (a). A timing device, as known in the art, activates only igniter means 28. An explosion, brought about by the ignition of the fuel mixture by the fuel igniter means 28 in the combustion chamber 40 of piston 17 forces the cylinder assembly 13 to move to the left, as seen in Figure 3, so that a crankshaft 34,best seen in Figure 2 is rotated by a connecting I ~7617~
rod 32 and crankshaft throw 33 causing the rotatable cylinder member 58 of the rotary valve unit 68 to be rotated by speed reducer 35. When the leftmost position of the cylinder assembly 13 is reached, the rotatable cylinder member 58 of the rotary valve unit 68 is turned so that rotary valve 18 is in the power position, as seen in Figure 6 (c), rotary valve 19 is in the compression position, as seen in Figure 6 ~b), rotary valve 21 is in the intake position, as in Figure 6 (a), and rotary valve 22 is in the exhaust position as in Figure 10 6 (d)-During the movement of the cylinder assembly 13 to the left the rotatable cylindrical member 58 was turning, the fuel mixture in combustion chamber 37 of piston 14 was com-pressed and also fuel mixture was introduced into combustion chamber 38 of piston 15, concurrently the spent fuel was ex-hausted from combustion chamber 39 of piston 16 and the fuel mixture in combustion chamber 40 of piston 17 was combusted.
The timing device now activates only igniter means 25 causing an explosion in combustion chamber 37 of piston 14 by ignition 20 of the fuel mixture which moves cylinder assembly 13 to the right. When the extreme right position of cylinder assembly 13 has been reached, the rotatable cylinder member 58 of the rotary valve unit 68 has been revolved to the position where rotary valve 18 is in the exhaust position, as in Figure 6 (d), rotary valve 19 is in the power position, as in Figure 6 (c), rotary valve 21 is in the compression position, as in Figure 6 ~b), and rotary valve 22 is in the intake position, as in Figure 6 ~a). As the cylinder assembly 13 moved to the right and the rotata61e cylindrical member 58 was turning, the fuel 30 mixture in combustion chamber 37 of piston 14 has been com-busted, concurrently the fuel mixture in combustion chamber 38 of piston 15 was compressed, fuel mixture was taken into ~ ~7617~
combustion chamber 39 of piston 16, and the spent fuel mix-ture has been exhausted from combustion chamber 40 of piston 17. The timing device is now positioned to activate igniter means 26 causing an explosion in combustion chamber 38 of piston 15 by the ignition of the fuel mixture which moves cylinder assembly 13 to the left. When the cylinder assembly 13 reaches its extreme left position the rotatable cylinder member 58 of the rotary valve unit 68 is positioned so that rotary valve 18 is in the intake position, as in Figure 6 (a), rotary valve 19 is in the exhaust position, as in Figure 6 (d), rotary valve 21 is in the power position, Figure 6 (c), and rotary valve 22 is in the compression position. While the cylinder assembly 13 moved to the left the spent fuel was ex-hausted from combustion chamber 37 of piston 14, the fuel mixture was combusted in combustion chamber 38 of piston 15, the fuel mixture in combustion chamber 39 of piston 16 was com-pressed and fuel mixture was introduced into combustion chamber 40 of piston 17. The timing device now is so positioned to activate only fuel igniter 27 which ignites the fuel mixture in combustion chamber 39 of piston 16 causing an explosion that moves cylinder assembly 13 to the right. When the cylinder assembly 13 reaches its right most position the rotatable cylinder member 58 of the rotary valve unit 68 is rotated to a position where rotary valve 18 is in the compression position, as in Figure 6 (b), rotary valve 19 is in the intake position, as ln Figure 6 (a), rotary valve 21 is in the exhaust position, as in Figure 6 (d), and rotary valve 22 is in the power position, as in Figure 6 (c). As the cylinder assembly 13 moved to the right, fuel mixture was introduced into combus-tion chamber 37 of piston 14, the spent fuel mixture was ex-hausted from combustion chamber 38 of piston 15, the fuel mixture was combusted in combustion chamber 39 of piston 16 ! 17617~
and the fuel mixture was compressed in combustion chamber 40 of piston 17. Each of the four combustion chambers 37, 38, 39, 40, valves 18, 19, 21, 22 of the pistons 14, 15, 16, 17 are now in the original starting state thus completing a single cycle. The process is repeated until either no fuel mixture is added or no ignition is provided. There are two rotations of the crankshaft 34, one rotation of each rotary valve 18, 19, 21, 22 and one rotation of the ignition timer for each complete cycle. Speed reducer 35 connects the crank-shaft 34 with the rotary valve unit 68 and the ignition timer,and reduces their rotational speed to one half that of the crankshaft 34.
The moving cylinders 3 and 4 are provided with fins 69, as best seen in Figure 3, and are air cooled. Cooling of pistons 14, 15, 16, 17 is accomplished by a cooling system 71, well known in the art, comprising a conventional radiator 72 and pump 73, shown in Figure 1.
As can be understood from the description of the operation of the engine 2, it is light weight since most of 2Q the component parts are hollow; it has a minimum number of moving parts and is of simple compact construction. The engine therefore has a large power to weight ratio which gives greater efficiency, is durable requiring minimum maintenance and is inexpensive to manufacture. Because of the compactness and light weight of the engine, other engines may be introduced within the same space and weight limitations of a conventional engine to utilize the heat normally rejected through the cool-ing system and exhaust, thereby increasing the efficiency still further. It is to be understood that the engine of this inven-tion can be expanded to a two-cycle or multi-cycle operation as well as being combined as multiple units (modules) for special application requiring increased power output.
~ ~7~17~.
It will be understood that this invention is not ts be limited to the exact construction shown and described, but that various modifications and changes may be made without departing from the spirit and scope of the invention as defined in the appended claims.
The invention provides an engine with fixed pistons, moveable cylinders and rotary valves which result in a signif-icant reduction in the bulk of the engine and the number of moving parts. Power output from the engine is equivalent to that of conventional internal combustion engines. Since the mass of the engine is much less than a comparable internal combustion engine the power output to weight ratio is signif-icantly higher which results in an improved overall efficiency.
Maintainance and manufacturing costs of the engine are substantially lower than a conventional internal combus-tion engine due to the small number of moving parts and the reduction of mass.
The invention relates to an engine which has pairs of opposed pistons rigidly fixed to a frame. Each pair of opposed pistons are slidably contained in two bores defined by a single moveable hollow cylinder, which has a solid disc-like central partition. The fuel mixture is fed into, and the exhaust removed, from the bores by passages and a rotary valve means operating in a timed relation with an igniter means in the bores. Ignition of the fuel mixture causes the cylinder to move in a reciprocal motion with respect to the stationery pistons. The resultant reciprocal motion may be changed into rotary motion by a linkage means fastened to the cylinder and coupled to a "reciprocating to rotational motion converter"
(RRMC). Cooling and lubrication means are embodied in the engine.
By way of example, specific embodiments of the in-vention will be described with reference to the accompanying drawings.
~ !7617P
In drawings which illustrate embodiments of the invention, Figure 1 is a partial front view of the engine of this invention depicting two pairs of pistons, Figure 2 is a plan view of the engine of Figure 1, Figure 3 is a cross-sectional view along the line II-II of Figure 1, Figure 4 is a cross-sectional view along the line X-X of Figure 3, Figure 4 (a) is an enlargement of the exhaust valve assembly shown in Figure 4, Figure 5 is a cross-sectional view through one rotary valve along V-V of Figure 2, and Figure 6 (a) through Figure 6 (b) are diagramatic views of the operational position of one rotary valve for a two-cylinder engine. The letters on all of these figures have the following meaning:
I = INTAKE
E = EXHAUST
P = POWER
K = COMPRESSION
EFMS means external fuel mixture supply.
This invention relates to an internal combustion engine 2, as shown, in general, in Figure 1 and Figure 2.
The engine 2 comprises a pair of moveable, hollow cylinders 3 and 4, best seen in Figure 3, each divided into twc bores 5, 6 and 7, 8 by solid, circular discs 9, 11, connected in a parallel relationship by a rigid union 12 to form cylinder assembly 13, two pairs of opposite extending stationery, hollow pistons, 14, 15 and 16, 17, a set of four valve means such as rotary valves 18, 19, 21, 22, shown in Figure 2 and described in greater detail later, which regulate the opera-tional state of each piston, a fuel mixture passage 23 and an ~ , 2 ! ~7617~
exhaust passage 24 for each piston, as best seen in Figure 4, an igniter means 25, 26, 27, 28 in each piston, as shown in Figure 3 and as seen in Figures 1 and 2, a power take off means 29 comprising of a connecting rod mount 31, a connecting rod 32, a crankshaft throw 33 and a crankshaft 34, a connect-ing means such as a speed reducer 35 connected to the crank-shaft 34 and rotary valves 18, 19, 21, 22. The speed reducer 35 positions the rotary valves 18, 19, 21, 22 and sets an elec-trical switching device well known in the art to activate an igniter means such as a conventional spark plug 25, 26, 27, 28, as seen in Figure 3, in a timed relationship to cause a fuel mixture to explode, thereby moving cylinder assembly 13 in re-ciprocating motion. A rigid frame 36, as seen in Figure 1 and Figure 2, supports and connects the various engine components.
In the preferred embodiment of this invention, as best seen in Figure 3, one hollow cylinder member 3 is divided into two bores 5, 6 by a solid circular disc 9, the second hollow cylinder member 4 is divided into two bores 7, 8 by a solid circular disc 11. Each bore 5, 6, 7, 8 is a part of a combustion chamber 37, 38, 39, 40, respectively. Combustion chamber 37 is oppositely positioned to a second combustion chamber 38 and a third combustion chamber 39 is oppositely positioned to a fourth combustion chamber 40. One typical combustion chamber 37, as seen in Figure 3, is defined by a piston face 42 of the piston 14, a piston ring 46 which is at-tached to the external peripheral surface of piston 14, the bore 5 of cylinder 3, and disc 9. The other pistons 15, 16, 17 likewise have piston rings 47, 48, 49. The two cylinders 3, 4 are connected in a parallel relationship by the coupling means 12 as seen in Figure 2, in order to form cylinder assembly 13. The connecting rod mount 31 is fastened to the rigid union 12 to hold one end of the connecting rod 32. It is to ! l7617~
be understood that lubrication, as known in the art, has to be provided between the surfaces of the moving cylinder assembly 13 and the piston rings 46, 47, 487 49. Pistons 14 and 16 are the legs of a hollow, tubular member 51 formed in the shape of a "U", as best seen in Figures 2 and 3 and pistons 15 and 17 are legs of another tubular member 52 oppos-itely disposed to the first tubular member 51. The ends of the tubular members 51, 52 are closed with circular discs which form piston faces 42, 43, 44, 45, as best seen in Figures 3 and 4.
The construction of one typical piston of this in-vention, for example piston 14, can be best followed when re-ferring to Figure 4. The fuel mixture passage 23 which orig-inates at rotary valve 18, as seen in Figure 2, extends longi-tudinally through the piston 14, as seen in Figure 4, to an aperature 53 in piston face 42. A fuel valve assembly 54, such as a ball valve, as is well known in the art, is located in the fuel mixture passage 23 at the entrance to the combustion chamber 37. The exhaust passage 24 also originates at rotary valve 18 in a spaced relationship below the fuel mixture passage 23 and extends longitudinally through the piston 14 to a second aperature 55 in piston face 42. An exhaust valve assembly 56 such as a gate valve, as is well known in the art, is located in the exhaust passage 24 at the entrance to com-bustion chamber 37. The spark plug 25 extends from the inside of piston 14 through the piston face 42 so that its conventional electrodes are just inside the combustion chamber 37. A fuel igniter egress tube 57 originates at the back of the piston 14 and terminates on the piston face 42 surrounding igniter means 25. The fuel valve assembly 54, as seen in Figure 4, closes when the combustion chamber 37 is under compression and opens only when rotary valve 18 is in the intake position, as seen in ~ 17617~
Figure 6 (a)., The exhaust valve assembly 56~ as seen in Figure 4, opens for exhausting the spent fuel mixture only when the rotary valve 18 is in the exhaust position, as seen in Figure 6 (d). Both valve assemblies 54 and 56 work in con-junction with the rotary valves 18, 19, 21, 22 to provide valve action at the combustion chamber 37, 38, 39, 40. The fuel igniter egress tube 57 provides access for the removal or installation of the fuel igniter 25.
A rotary valve unit 68, as seen in Figure 2, com-prising the four rotary valves 18, 19, 21, 22 is connected to the speed reducer 35. These rotary valves provide the fuel mixture intake and exhaust for the combustion chamber they are connected to. A cross-section V-V through the rotary valve unit 18 is shown in Figure 5. The rotary valve unit 68 is comprised of a hollow rotatable cylinder member 58, slideably contained in a hollow, fixed cylinder member 59. At each location of the rotary valves 18, 19, 21, 22 a hollow conduit tube 61 passes laterally through a diameter of the rotatable cylinder member 58. The four hollow conduit tubes 61 rotate with the rotatable cylinder member 58. Each of these hollow conduit tubes is a rotary valve, since in the proper spatial position they form a passageway for either the fuel mixture or the spent fuel mixture.
The rotary valve 18 is typical of all the rotary valves. As seen in Figure 5 there are a first pair of aper-atures64 and 65 in the fixed cylinder member 59 which are op-positely positioned and aligned such that when the hollow conduit tube 61 is rotated into the horizontal position a passageway through the fixed cylinder member 59 is established.
The first fuel mixture passage 23 is connected at one end to the fixed cylinder member 59 around the aperature 64 and at the other end to the combustion chamber 37 around aperature !~ 7617~
53, best seen in Figure 4, the second ~uel ~ixture passage 66 originates at the fixed cylinder m~mber 59 around the apera-ture 65 and terminates at the external fuel mixture supply.
The passageway through the fixed cylinder member along with the fuel mixture passages 23 and 66 forms a complete passage from the external fuel mixture supply to the combustion chamber 37. A second pair of aperatures 62 and 63 in the fixed cylinder member 59 are oppositely positioned and aligned to form a passageway through the fixed cylinder member 59 when the con-duit tube 61 is at a 45 degree angle to a line joining thecentres of aperature 62 and aperature 63.
The first exhaust passage 24, starts at the fixed cylinder member 59 around the aperature 62 and terminates at the combustion chamber 37 around the aperature 55, best seen in Figure 4, the second exhaust passage 67 originates at the fixed cylinder member around aperature 63 and extends to a position to discharge the spent fuel mixture to the atmosphere.
When the hollow conduit tube 61 connects aperatures 62 and 63 a passage from combustion chamber 37 into the atmosphere is established. As seen in Figure 5, when the hollow conduit tube 61 connects to the two fuel mixture passages 23 and 66, the two exhaust passages 24 and 67 are sealed by the rotatable cylinder member 58, and when it connects the two exhaust pass-ages 24 and 68, the two fuel mixture passages are closed by the rotatable cylinder member 58. The four conduit tubes 61 of the rotary valves 18, l9, 21, 22 are so positioned as to provide the proper sequence of power, exhaust, compression and intake for each of the four combustion chambers 37, 38, 39, 40.
The rotatable cylinder member 58 which is sealed at each end is filled with oil, by a means well known in the art, which seeps through holes 60 drilled in its walls, seen in Figure 5, to provide lubrication for the moving surfaces. Reciprocal 7617~
motion of the cylinder a~sembly 13 of the engine 2, as best seen in Figure 1 and Figure 2, is converted into rotational motion by the power take off means 29.
As seen in Figure 1 and Figure 2 rotation of the crankshaft 34 rotates the speed reducer 35 which rotates the rotatable cylinder ~9 of the rotary valve unit 68 causing all the rotary valves 18, 19, 21, 22 to rotate simultaneously.
The crankshaft rotation operates an ignition timing device, as known in the art, to activate the fuel igniter means 25, 26, 27, 28 to achieve ignition in the proper time relation.
The operation of the engine 2 can best be seen by referring to Figure 3 and Figures 6 (a), 6 (b), 6 (c), 6 (d).
The moveable cylinder assembly 13 is moved into the position shown in Figure 3 by an external starting means, as known in the art, which sets the engine 2 in start position. The com-bustion chamber 40 of piston 17 contains fuel mixture under compression, its rotary valve 22 is in the power position as seen in Figure 6 (c), and combustion chamber 39 of piston 16 contains spent fuel mixture, its rotary valve 21 is in the be-ginning of the exhaust position, as seen in Figure 6 (d). At the same time combustion chamber 37 of piston 14 contains fuel mixture at atmospheric pressure, its rotary valve 18 is in the fuel mixture compression position, as seen in Figure 6 (b), and the combustion chamber 38 of piston 15 contains the rem-nance of the spent fuel mixture at atmospheric pressure, its rotary valve 19 is in the beginning of the fuel intake position, as seen in Figure 6 (a). A timing device, as known in the art, activates only igniter means 28. An explosion, brought about by the ignition of the fuel mixture by the fuel igniter means 28 in the combustion chamber 40 of piston 17 forces the cylinder assembly 13 to move to the left, as seen in Figure 3, so that a crankshaft 34,best seen in Figure 2 is rotated by a connecting I ~7617~
rod 32 and crankshaft throw 33 causing the rotatable cylinder member 58 of the rotary valve unit 68 to be rotated by speed reducer 35. When the leftmost position of the cylinder assembly 13 is reached, the rotatable cylinder member 58 of the rotary valve unit 68 is turned so that rotary valve 18 is in the power position, as seen in Figure 6 (c), rotary valve 19 is in the compression position, as seen in Figure 6 ~b), rotary valve 21 is in the intake position, as in Figure 6 (a), and rotary valve 22 is in the exhaust position as in Figure 10 6 (d)-During the movement of the cylinder assembly 13 to the left the rotatable cylindrical member 58 was turning, the fuel mixture in combustion chamber 37 of piston 14 was com-pressed and also fuel mixture was introduced into combustion chamber 38 of piston 15, concurrently the spent fuel was ex-hausted from combustion chamber 39 of piston 16 and the fuel mixture in combustion chamber 40 of piston 17 was combusted.
The timing device now activates only igniter means 25 causing an explosion in combustion chamber 37 of piston 14 by ignition 20 of the fuel mixture which moves cylinder assembly 13 to the right. When the extreme right position of cylinder assembly 13 has been reached, the rotatable cylinder member 58 of the rotary valve unit 68 has been revolved to the position where rotary valve 18 is in the exhaust position, as in Figure 6 (d), rotary valve 19 is in the power position, as in Figure 6 (c), rotary valve 21 is in the compression position, as in Figure 6 ~b), and rotary valve 22 is in the intake position, as in Figure 6 ~a). As the cylinder assembly 13 moved to the right and the rotata61e cylindrical member 58 was turning, the fuel 30 mixture in combustion chamber 37 of piston 14 has been com-busted, concurrently the fuel mixture in combustion chamber 38 of piston 15 was compressed, fuel mixture was taken into ~ ~7617~
combustion chamber 39 of piston 16, and the spent fuel mix-ture has been exhausted from combustion chamber 40 of piston 17. The timing device is now positioned to activate igniter means 26 causing an explosion in combustion chamber 38 of piston 15 by the ignition of the fuel mixture which moves cylinder assembly 13 to the left. When the cylinder assembly 13 reaches its extreme left position the rotatable cylinder member 58 of the rotary valve unit 68 is positioned so that rotary valve 18 is in the intake position, as in Figure 6 (a), rotary valve 19 is in the exhaust position, as in Figure 6 (d), rotary valve 21 is in the power position, Figure 6 (c), and rotary valve 22 is in the compression position. While the cylinder assembly 13 moved to the left the spent fuel was ex-hausted from combustion chamber 37 of piston 14, the fuel mixture was combusted in combustion chamber 38 of piston 15, the fuel mixture in combustion chamber 39 of piston 16 was com-pressed and fuel mixture was introduced into combustion chamber 40 of piston 17. The timing device now is so positioned to activate only fuel igniter 27 which ignites the fuel mixture in combustion chamber 39 of piston 16 causing an explosion that moves cylinder assembly 13 to the right. When the cylinder assembly 13 reaches its right most position the rotatable cylinder member 58 of the rotary valve unit 68 is rotated to a position where rotary valve 18 is in the compression position, as in Figure 6 (b), rotary valve 19 is in the intake position, as ln Figure 6 (a), rotary valve 21 is in the exhaust position, as in Figure 6 (d), and rotary valve 22 is in the power position, as in Figure 6 (c). As the cylinder assembly 13 moved to the right, fuel mixture was introduced into combus-tion chamber 37 of piston 14, the spent fuel mixture was ex-hausted from combustion chamber 38 of piston 15, the fuel mixture was combusted in combustion chamber 39 of piston 16 ! 17617~
and the fuel mixture was compressed in combustion chamber 40 of piston 17. Each of the four combustion chambers 37, 38, 39, 40, valves 18, 19, 21, 22 of the pistons 14, 15, 16, 17 are now in the original starting state thus completing a single cycle. The process is repeated until either no fuel mixture is added or no ignition is provided. There are two rotations of the crankshaft 34, one rotation of each rotary valve 18, 19, 21, 22 and one rotation of the ignition timer for each complete cycle. Speed reducer 35 connects the crank-shaft 34 with the rotary valve unit 68 and the ignition timer,and reduces their rotational speed to one half that of the crankshaft 34.
The moving cylinders 3 and 4 are provided with fins 69, as best seen in Figure 3, and are air cooled. Cooling of pistons 14, 15, 16, 17 is accomplished by a cooling system 71, well known in the art, comprising a conventional radiator 72 and pump 73, shown in Figure 1.
As can be understood from the description of the operation of the engine 2, it is light weight since most of 2Q the component parts are hollow; it has a minimum number of moving parts and is of simple compact construction. The engine therefore has a large power to weight ratio which gives greater efficiency, is durable requiring minimum maintenance and is inexpensive to manufacture. Because of the compactness and light weight of the engine, other engines may be introduced within the same space and weight limitations of a conventional engine to utilize the heat normally rejected through the cool-ing system and exhaust, thereby increasing the efficiency still further. It is to be understood that the engine of this inven-tion can be expanded to a two-cycle or multi-cycle operation as well as being combined as multiple units (modules) for special application requiring increased power output.
~ ~7~17~.
It will be understood that this invention is not ts be limited to the exact construction shown and described, but that various modifications and changes may be made without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (22)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. An engine comprising at least one hollow cylindrical member, a non-moveable disc placed within said hollow cylin-drical member to define two opposite bores extending from said disc, a pair of opposite extending stationery pistons, each of said pistons slideably contained in each of said bores, ig-nition means extending into said bores, passage means, and valve means, said passage means connected to each of said pistons, said passage means comprising a fuel mixture passage for providing fuel mixture into said bores and an exhaust pas-sage for removing spent fuel mixture, said valve means con-necting with each of said passages, said passage means and said valve means operable to be placed in an open and closed position in a timed relationship to allow the fuel mixture to be ignited by said igniter means in said bores and to provide a connection for said exhaust passage through said pistons to said bores to cause said cylindrical member to move in a reciprocal motion with respect to the stationery pistons.
2. The engine according to Claim 1 wherein the passage and valve means is integrally mounted with said pistons, said passage and valve means comprising a valve mechanism when in an open position in relation to the said fuel mixture passage allows the fuel mixture to enter one of the said bores through said fuel mixture passage while keeping said exhaust passage closed.
3. The engine according to Claim 2 in which the passage and valve means in which said mechanism when in an open posi-tion in relation to said exhaust passage in one of said bores allows the exhaust of that bore through said exhaust passage while keeping said fuel passage closed.
4. The engine according to Claim 2 wherein the valve mechanism comprising a moveable member having a passageway, said member moveable from a first position connecting said passageway with the said fuel mixture passage, to a second position connecting said passageway with said exhaust passage.
5. The engine according to Claim 4 in which the move-able member comprises a rotatable cylinder and a connecting means, said connecting means linking said rotatable cylinder to said cylindrical member, the reciprocal motion of said cylindrical member rotating said rotatable cylinder
6. The engine according to Claim 5 in which the rota-table cylinder containing said passageway, said passageway in one position connecting said fuel mixture passage to said bore keeping said exhaust passage closed and in a second position connecting said exhaust passage to said bore keeping said fuel mixture passage closed.
7. The engine according to Claim 2 wherein the valve mechanism includes a fuel valve assembly located in the said fuel mixture passage at the entrance to said bore, said fuel valve assembly being in an open position in relation to said fuel mixture passage to allow for providing fuel mixture into said bores.
8. The engine according to Claim 2 in which the valve mechanism includes an exhaust valve assembly, located in the said exhaust passage at the entrance to said bore, said ex-huast valve assembly being in an open position in relation to said exhaust passage to allow for providing exhaust of the fuel mixture.
9. The engine, according to Claim 1, in which said igniter means is positioned between said valve and said bore.
10. The engine, according to Claim 19 in which said pistons are hollowed to allow for the circulation of coolant.
11. The engine, according to Claim 10, includes a heat exhange system to circulate coolant through said pistons.
12. The engine of Claim 1 in which said cylinders are provided with external cooling fins.
13. An engine comprising a pair of cylindrical members in parallel relationship, a rigid union connecting said pair of cylindrical members, each of which has a non-moveable disc placed within to define two opposite bores extending from said disc, a pair of opposite extending stationery pistons, each of said pistons slieably contained in each of said bores, ignition means extending into said bores, passage means, and valve means, said passage means connected to each of said pistons, said passage means comprising a fuel mixture passage for providing fuel mixture into said bores and an exhaust passage for re-moving spent fuel mixture, said valve means connecting with each of said passages, said passage means and said valve means operable to be placed in an open and closed position in a timed relationship to allow the fuel mixture to be ignited by said igniter means in said bores and to provide a connection for said exhaust passage through said pistons to said bores to cause said cylindrical member to move in a reciprocal motion with respect to the stationery pistons.
14. The engine of Claim 1 wherein the valve means com-prises sections, one for each said piston, each section being a rotary valve which provides fuel mixture and exhaust for said bores of said pistons, the rotary valves arranged to operate in a timed relation.
15. An engine, according to Claim 1, comprising mul-tiple cylindrical members in parallel relationship connected by a rigid union, each of which has a non-moveable disc placed within to define two opposite bores extending from said discs, a pair of opposite extending stationery pistons, each of said pistons slideably contained in each of said bores, ignition means extending into said bores, passage and valve means, said passage means connected to each of said pistons, said passage means comprising a fuel mixture passage for providing fuel mixture into said bores and an exhaust passage for removing spent fuel mixture, said valve means operable to be placed in an open and closed poisiton in a timed relationship to allow the fuel mixture to be ignited by said igniter means in said bores and to provide a connection for said exhaust passage through said pistons to said bores to cause said cylindrical member to move in a reciprocal motion with respect to the stationery pistons.
16. The engine, according to Claim 1, in which said igniter means ignites said fuel air mixture in a timed relation to cause said cylindrical members to move in reciprocal motion in relation to the said fixed pistons.
17. The engine, according to Claim 13, in which said igniter means ignites said fuel air mixture in a timed relation to cause said pair of cylindrical members to move in a recipro-cal motion in relation to said fixed pistons.
18. The engine, according to Claim 15, in which said igniter means ignites said fuel air mixture in a timed relation to cause said multiple cylindrical members to move in a recip-rocal motion in relation to said fixed pistons.
19. The engine, according to Claim 1, having a recip-rocal motion to rotational motion converter (RRMC) to obtain rotational motion output.
20. The engine as of Claim 1 including a power take off means and linkage means.
21. The engine of Claim 20 in which said linkage means comprises a mount fastened to said cylindrical member coupled to said reciprocating to rotational motion converter (RRMC).
22. The engine according to Claim 1 in which the igniter means, having a fuel igniter egress tube to provide for instal-lation and removal of fuel igniter means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000408910A CA1176178A (en) | 1982-08-06 | 1982-08-06 | Light weight internal combustion engine with stationery pistons and rotary valves |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000408910A CA1176178A (en) | 1982-08-06 | 1982-08-06 | Light weight internal combustion engine with stationery pistons and rotary valves |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1176178A true CA1176178A (en) | 1984-10-16 |
Family
ID=4123352
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000408910A Expired CA1176178A (en) | 1982-08-06 | 1982-08-06 | Light weight internal combustion engine with stationery pistons and rotary valves |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1176178A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102606293A (en) * | 2012-03-29 | 2012-07-25 | 常熟市新靓文辅亚农艺发展有限公司 | High-efficient cylinder power output system with movable cylinder and fixed piston |
-
1982
- 1982-08-06 CA CA000408910A patent/CA1176178A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102606293A (en) * | 2012-03-29 | 2012-07-25 | 常熟市新靓文辅亚农艺发展有限公司 | High-efficient cylinder power output system with movable cylinder and fixed piston |
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