CA1208566A - Internal combustion engine - Google Patents
Internal combustion engineInfo
- Publication number
- CA1208566A CA1208566A CA000433821A CA433821A CA1208566A CA 1208566 A CA1208566 A CA 1208566A CA 000433821 A CA000433821 A CA 000433821A CA 433821 A CA433821 A CA 433821A CA 1208566 A CA1208566 A CA 1208566A
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- reciprocating
- cylinder
- crankshaft
- pistons
- piston
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Abstract
Internal Combustion Engine Abstract An engine is disclosed that is applicable for automotive and truck use but is also adaptive for other power producing uses and can be designed with two or more cylinders. The engine has multi-fuel capabilities. Two reciprocating cylinders are housed within an outer cylinder. A piston is housed within each of the two recip-rocating cylinders. The reciprocating cylinders are so designed that after combustion in one reciprocating cylin-der, the movement caused by the combustion will aid in setting up the circumstances necessary for combustion in the opposing compression chamber formed by the opposing reciprocating cylinder and opposing piston. Due to this design, the horizontal movement caused by the combustion in both opposing reciprocating cylinders and both opposing pistons is useful. The horizontal movement of the recipro-cating cylinders and pistons is translated into rotational energy in the crankshaft by three scoth yokes, each scotch yoke housing a scoth block, each scotch block in turn sur-rounding one crank throw.
Description
~85~6 Description INTE~NAL COMB~STION ENGINE
Background of the Invention One of the primary criterion for evaluating an engine's performance is its fuel economy. The present inventiGn rates well in this category for it utilizes all the horizontal movement generated after combustionO Thus, there is no energy expended for the sole purpose of pro-ducing another combustion chamber in a companion cylinder.
Traditional engines must use some of the energy generated after combustion in setting up compression in an opposing cylinder without translating any of the energy in setting up the combustion chamber into rotational energy in the crankshaft. In the present invention, all movement before and after combustion translates and aids in generating rotational energy in the crankshaft.
The simplicity of design of the disclosed engine aids both in the lower manufacturing cost and also in fuel e~iciency. The engine has few moving parts and eliminates the necessity of the following: camshaft, cams, camshaft bearings, gears, timing chains, sprockets, valves, valve seats, valve lifters, rocker arms, springs, connecting rods or piston pins. Due to the simplicity of the engine, the engine can be built to weigh a fraction of conventional engines.
Conventional engines ha~e also necessarily been desi~ned to absorb the energy of the piston and resultant energy from the explosion in the opposite direction of the pi~ton. This necessarily adds to the weight of the engine.
In the engine disclosed, the energy after explosion is utilized in the movement of the reciprocating cylinder and in the movement of the piston. This serves two purposes:
the movement caused by the combustion is translated into useful power and also it acts as an inherent cushion. Due to the cushioning effect after combustion, strong damaging forces to the engine, the engine may naturally be lighter weight which aids in the fuel economy.
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Background of the Invention One of the primary criterion for evaluating an engine's performance is its fuel economy. The present inventiGn rates well in this category for it utilizes all the horizontal movement generated after combustionO Thus, there is no energy expended for the sole purpose of pro-ducing another combustion chamber in a companion cylinder.
Traditional engines must use some of the energy generated after combustion in setting up compression in an opposing cylinder without translating any of the energy in setting up the combustion chamber into rotational energy in the crankshaft. In the present invention, all movement before and after combustion translates and aids in generating rotational energy in the crankshaft.
The simplicity of design of the disclosed engine aids both in the lower manufacturing cost and also in fuel e~iciency. The engine has few moving parts and eliminates the necessity of the following: camshaft, cams, camshaft bearings, gears, timing chains, sprockets, valves, valve seats, valve lifters, rocker arms, springs, connecting rods or piston pins. Due to the simplicity of the engine, the engine can be built to weigh a fraction of conventional engines.
Conventional engines ha~e also necessarily been desi~ned to absorb the energy of the piston and resultant energy from the explosion in the opposite direction of the pi~ton. This necessarily adds to the weight of the engine.
In the engine disclosed, the energy after explosion is utilized in the movement of the reciprocating cylinder and in the movement of the piston. This serves two purposes:
the movement caused by the combustion is translated into useful power and also it acts as an inherent cushion. Due to the cushioning effect after combustion, strong damaging forces to the engine, the engine may naturally be lighter weight which aids in the fuel economy.
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2 1 Z~ ~S 6 6 United States Patent 2,127,729 wa~ issued to Lloyd L.
Grant on August 23, 1938. The patent related to in~ernal combus-tion engines. The engine used a crankhead which was journaled on the crank in order to obtain rotation energy on the crankshaft.
However, as in other conventional engines, the piston was set within a fixed housing. Thus, the engine experienced the same problems as outlined above. The inventor has solved these problems and obtained the above advantages, by designing a reciprocating cylinder in addition to the opposing piston thereby obtaining useful energy from all components of the force exerted after com-bustion.
~rief Description of the Drawings Fig. 1 is an overhead cutaway view of the engine. The outer cylinder is cut away totally and the reciprocating cylinder is cut away partially. The fuel injection system, crankshaft and flywheel are also illustrated.
Fig. 2 is a side cutaway view of the engine. The outer cylinder is cut away totally and the reciprocating cylinder is cut away partially to illustrate the scotch blocks and inner piston. The air flowing system is additionally illustrated.
Fig. 3 is a cutaway end view of the outside cylinder taken along line 3-3 showing the position of the air inlets.
Fig. 4 is a cutaway end view of the outside cylinder taken along line 4-4 showing the configuration of the exhaust port of the outside cylinder.
F1~. 5 is a side view of a reciprocating cylinder.
Fig. 6 is a cutaway side view of the reciprocating cylinder.
Fig. 7 is a perspective view of the crankshaft and three crank throws.
~,' ~a lZ1;~8S66 Detailed Description of the Drawings In Fig. 1 a cutaway side view of the diesel engine 10 is illustrated. The engine 10 in the preferred "
lZ~8566 embodiment is designed to be used in association with an automobile. However, the engine 10 may be adapted to a number of uses.
in the detailed description of the drawings the various parts and their configurations will first be dis-cussed. Subsequent to description of the individual parts, the interaction of the parts and their steps in the opera-tion of the engine 10 will be detailed.
In Fig. 1 the fuel injection pump 12 is secured to the fuel pump support plate 14. The fuel injection pump is driven off the front end of the crankshaft. The fuel pump support plate 14 is in turn secured to the fuel pump support walls 16 which are in turn secured to the crankcase 18. Thus, the combination of fuel pump support plate 14 and walls 16 secure the fuel injection pump 12 to the crankcase 18.
Within the crankcase 18 is the crankcase bearing retainer 20. The crankcase bearing retainer 20 houses the crankshaft main bearing 22. The crankshaft main bearing 22 in turn houses the crankshaft 24. Besides housing the crankshaft main bearing 22 the crankcase bearing retainer 20 surround crankshaft 24.
Affixed to the crankcase wall 26 is the outer cylinder flange 28 of the outer cylinder 30. The outer cylinder 30 is constructed of a surrounding wall 32 and an inner wall 34. The surrounding wall 32 and inner wall 34 form water jacket compartments 36. As set forth in the preferred embodiment, the engine 10 is water cooled. How-ever, the engine can alternately be air cooled.
Affixed to the surrounding wall 32 and inner wall 34 at either end of the outer cylinder 30 are the air chamber end walls 38 and 40. As set forth in Fig. 2, the inner wall 34 of the outer cylinder 30 has a series of air inlets 42 and 44 in close proximity to the air chamber end walls 38 and 40 respectively. Water jacket compartment walls 46 and 48 which are secured between the surrounding wall 32 and inner wall 34 form air jackets 50 and 52. Air jacket 50 is formed adjacent to air chamber end wall 38 1~38566 whi~e air jacket 52 is formed adjacent to air chamber end wall 40. In Fig. 2 a portion of the inner wall 34 is not cut away thus illustrating the air inlets 42 position in relation to the inner wall 34 and the surrounding air jackets 50 and 52.
As set forth in Fig. 2, the series of air inlets are set in a position directly in line with the orifices 54 and 56 of the air blower lines 58 and 60. Thus, when air is forced through the air blower lines 58 and 60, the air passes into air jackets 50 and 52 and subsequently through their inlets 42 and 44, and subsequently into air chambers 62 and 64 or combustion chambers 66 and 68 depending on the position of the reciprocating cylinders 70 and 72.
Through both the inner wall 34 and surrounding wall 32 of the outer cylinder 30 are exhaust ports 74 and 76. The exhaust ports 74 and 76 are positioned on the outer cylinder 30 to correspond properly with the strokes of the reciprocating cylinders 70 and 72. The configura-tion of the exhaust ports 74 and 76 are illustrated in Fig.
4. Since their configurations are indentical, only one port is illustrated. The exhaust port 74 has a surrounding wall 78 which defines the dimension of the exhaust port 74.
As set forth in Fig. 4, the exhaust port surrounding wall 78 is slanted in a funnel-like configuration. The funnel-like configuration allows the entrapment of exhaust gasesfrom a number of exhaust ports 80 and 82 positioned on the reciprocating cylinders 70 and 72. The exhaust ports 80 and 82 are positione~ about a portion of the circumference of their respective reciprocating cylinders. The exhaust ports 80 and 82 cover a partial diameter of the recip-rocating cylinder equivalent to the inner orifice 84 of both the exhaust ports 80 and 82. Thus, when exhaust is forced out of the exhaust ports 80 and 82 of the recipro-cating cylinders 70 and 72 the exhaust is totally collected in the inner orifice 84 of the exhaust port 74 and forced out the exhaust port outer orifice 86. The water jacket compartment 36 is interrupted by the exhaust ports 74 and 76 but nevertheless partially abuts the surrounding wall of the exhaust port 78.
~Za3B5b~6 Housed within the outer cylinder 30 are the reciprocating cylinder 70 and 72. The reciprocating cylin-der 70 is shown in detail in Fig. 5. The configuration of the reciprocating cylinders 70 and 72 are identical and, therefore, only reciprocating cylinder 70 is discussed in detail.
At the end of the reciprocating cylinder 70 is the outer reciprocating cylinder projection 88 of the reciprocating cylinder 70. The outer reciprocating cylin-drical projection 88 is surrounded by outer cylindricalprojection rings 90.
The reciprocating cylinder end is cpen for a slight distance until meeting the compression wall. Thus, the reciprocating cylinder 70 i5 open and hollow until the inner diameter of the reciprocating cylinder 94 is closed by the inner compression walls 96 and 98. The configura-tion of the compression walls 96 and 98. The configuration of the compression walls 96 and 98 are fully shown in Fig~
1, and at right angles with the inner walls 3~ and covers the entire inner diameter of the reciprocating cylinder 94.
Also illustrated in Fig. 1 and Fig. 5 are recip-rocating cylinder intake ports 100 and 102 which are positioned in the close proximity of the reciprocating cylinder end 92. At the outer edge of the fuel injection intake port 104 the compression wall 96 is secured. Cir-cumferencing the reciprocating cylinder 70 immediately inward of the reciprocating cylinder intake port 100 is ring set 106.
As illustrated in Fig. 5 additional oil control ring set 108 circumferences the reciprocating cylinder 70 between the ring set 106 and the exhaust port 80 of the reciprocating cylinder 70. Inside the exhaust port 80 cir-cumferencing the reciprocating cylinder 70 is the inner oil control ring set 110. The inner oil control ring set 110 serves two purposes: first it keeps oil from filtering down into the crankcase 18; and second, it keeps oil from filtering into the intake ports 100.
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12~5~i6 The reciprocating cylinders 70 and 72 have for-ward flanges 112 and 114 which slant from approximately the outer diameter of the reciprocating cylinders 70 and 72 to approximately 1/8 of the diameter of the reciprocating cylinder 70 and 72.
The forward flanges 112 and 114 are positioned allowing a U-shaped cut-out 116 over the flanges 112 and 11~ .
The reciprocating cylinders 70 and 72 are secured to scotch yokes 118 and 120. In Fig. 1 it can be seen that one forward flange 112 is secured to scotch yoke 118 and the remaining forward flange 124 of the reciprocating cylinder forward flange 112 is secured to scotch yoke 120.
Likewise, reciprocating cylinder 72 is also secured to both scotch yoke 118 and scotch yoke 120.
Housed within the reciprocating cylinders 70 and 72 are inner pistons 126 and 128. At the end of each of the inner pistons 126 and 128 are heads 130 and 132. The piston heads 130 and 132 have within them piston head cavities 134 and 136 the purpose of which is for oil cool-ing. At the extreme edge of the heads 130 and 132 are compression surfaces 138 and 140. Immediately behind the compression surfaces 138 and 140 are inner piston rings 142 and 144. Securing the piston heads 130 and 132 to the scotch yoke 146 are piston rods 148 and 150. In the pre-ferred embodiment the piston rods 148 and 150 are conven-tionally secured to the scotch yoke 146 by bolts 152 and 154. As is evident, the reciprocating cylinders 70 and 72 ~re a~fixed to scotch yokes 118 and 120 only, while the inner pistons 126 and 128 are affixed the scotch yoke 145 only.
The scotch yokes 118, 120 and 146 house scotch blocks, 156, 158, and 160. The scotch blocks 156, 158 and 160 slide vertically up and down corresponding to thef horizon~al movements of the reciprocating cylinders 70 and 72 and inner pistons 126 and 128.
The scotch blocks 156, 158 and 160 surround respective crank throws 162, 164 and 166 as illustrated in ?
:~Z~3566 Fig. 7. The crank throws 162 and 164 are those surrounded by scotch blocks 156 and 158 housed within scotch yokes 118 and 120. The scotch yokes 118 and 120 are attached to reciprocating cylinders 70 and 72 and are, thus, powered by the horizontal back and forth movements of the recipro-cating cylinders 70 and 72.
In the preferred embodiment, three crank throws are situated to power the crankshaft. For the most advan-tageous operation of the engine 10 it is desirable for the reciprocating cylinders 70 and 72 to move approximately one-half the horizontal distance of the inner pistons 126 and 128. To accomplish this, the reciprocating cylinder crank throw 162 and 164 are one-half of the diameter of the crank throw 166 of the inner pistons 126 and 128. Thus, in the preferred embodiment the crank throws 162 and 164 of the reciprocating cylinder are two inches in diameter whereas the crank throw 166 of the inner piston is four inches in diameter. Additionally, it is desirable to have the reciprocating cylinder movement 130 to 200 la~er than the piston movement for desired port timing. To accomplish the 190 to 200 offset, the crank throws 162 and 164 are 180 apart. To introduce the additional 10 or more off-set, the scotch yoke 118 is slanted the required number of degrees. Thus, in Fig. 2 it is shown that scotch yoke 118 is slanted approximately 10. The same effect can be established by offset crankshaft throws.
The horizontal back and forth movement of the reciprocating cylinders 70 and 72 and inner pistons 126 and 128 accomplish motion by the scotch blocks 156, 158 and 160 which slide vertically. The scotch blocks 156, 158 and 160 are kept within the scotch yokes 118, 120 and 146 by scotch yoke guides 162 formed within the scotch blocks.
~fEixed to the crank throw 164 is cylindrical crank throw extension 170. The cylindrical crank throw extension 170 is secured to the flywheel 172. Affixed to the crank throw 162 is cylindrical crank throw extension 174, which is in turn affixed to the crankshaft 24. Crank throw 166 is secured to Grank throws 162 and 164 by crank . ,1 ~2~3566 throw walls 174 and 176. Thus, as crank throw 166 rotates, it aids in the rotation of crank throws 162 and 164 and vice versa. Thus, as the crank throws 162, 164 and 166 rotate about the axis of the crankshaft 24, the crankshaft S and in turn the flywheel are caused to rotate.
The engine 10 has an oil lubrication system.
Surrounding the crankshaft 24 within the crankcase 18 is the oil supply chamber 178. Oil is supplied to the oil supply chamber 178 by the means of a vane oil pump 180.
Cooling oil enters the crank throw 162 through oil duct 182. Oil duct 182 extends into crank throw 162 whereupon oil duct 182 intersects crank throw extension oil duct 184 which supplies pressure fed oil to the surface of the crank throw 162 lubricating the movement of the crank throw 162.
Leading from oil duct 182 is oil duct 186 which supplies oil into within the crank throw 166 whereupon oil duct 186 intersects crank throw extension oil duct 188.
Crank throw extension oil duct 188 supplies pressure fed oil to the surface of the crank throw 166 lubricating the movement of the crank throw 166.
Leading from oil duct 186 is oil duct 190 which ~upplies oil into the crank throw 164 whereupon oil duct 190 intersects crank throw extension oil duct 192. Crank throw extension oil duct 192 supplies pressure fed oil to the surface of the crank throw 164 lubricating the movement of the crank throw 164.
Cooling oil movement is also facilitated through inner pistons 126 and 128. As illustrated in Fig. 2, oil duct 194 allows oil to move from the crankshaft into the piston head cavity 136. Oil duct 196 allows oil to exit from the piston head cavity 136. Slmilarly, oil duct 198 allows oil to move from the crankshaft into the piston head cavity 134. Oil duct 200 allows oil to exit from the piston head cavity 134.
As illustrated in Fig. 2 ring oil lines 202 and 204 supply oil lubrication to the rings of the recipro-cating cylinders. Ring oil exit lines 206 and 208 provide for the exit of oil from the rings of the reciprocating cylinders to the oil pan 210.
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~8S66 To better understand the invention, a complete cycle of the engine will be detailed step by step. We will begin with the reciprocating cylinders 70 and 72 and the inner pistons 126 and 128 in the position illustrated in Fig. 2. Further, we will begin in the position as illus-trated in Fig. 2 by describing the reciprocating cylinder 72 and the inner piston 128. Reciprocating cylind~r 72 and the inner piston 128 are going through an exhaust cycle.
Remember that during the compression cycle of reciprocating cylinder 72 and inner piston 128, the reciprocating cylin-der 72 is moving towards the inner piston 128. However, after the compression cycle is completed, the inner piston 128 is moving towards reciprocating cylinder 70, and the reciprocating cylinder 72 is moving towards the inner chamber end wall 40. This is illustrated in Fig. 2 when the reciprocating cylinder 72 is sufficiently close to the air chamber end wall 40, the reciprocating cylinder intake port 102 becomes aligned with the air blower line 60 of the air pump 212. It is also important to note that the reciprocating cylinder exhaust port 82 came into alignment with the exhaust port 76 of the outer cylinder 30 prior to the alignment of the reciprocating intake port 102 with the air blower line 60. Thus, air above atmospheric pressure blows into the chamber 214 formed between the reciprocating cylinder 72 and the inner piston 128.
It is also evident that, when the reciprocating cylinder intake port 102 i$ in alignment with the blower line 60, the inner piston 128 has moved sufficiently to expose the reciprocating cylinder exhaust port 82. In fact, the inner piston 128 cleared the reciprocating cylinder exhaust port 82 prior to the alignment of the reciprocating cylinder intake port 102 ~nd air blower line 70. Thus, the high pressure air from the air pump which forms in the chamber 214 between the reciprocating cylinder 72 and the inner piston 128 pushes the exhaust out the reciprocating cylinder exhaust port 82 but subsequently out the exhaust port 76 of the outer cylinder 30. This then clears the exhaust out of the compression chamber 214 ,.. ...
12~8~6 between the reciprocating cylinder 72 and the inner piston 128.
While ~he inner piston 128 and reciprocating cylinder 72 are in an exhaust cycle, the reciprocating cylinder 70 and inner piston 126 are in a compression cycle. As set forth in Fig. 2, the reciprocating cylinder 70 has moved away from the air chamber end wall 38 of the outer cylinder 30 thereby bringing the fuel injection nozzle 216 in alignment with the reciprocating cylinder intake port 100. The fuel injection pump 202 is properly timed such that when the reciprocating cylinder intake port 100 is aligned with the fuel injection nozzle 216, fuel will be fed into the combustion chamber 66 or formed by the compression wall 96 and the compression surface 138 of the inner piston 126. As the reciprocating cylinder 70 moves towards the inner piston 126 the reciprocating cylinder intake port 100 becomes less and less open. In addition, the compression chamber 66 becomes smaller and smaller until an explosion in the compression chamber 66 is reached. The fuel injection pump 220 is timed in order to inject fuel immediately preceeding the explosion in the compression chamber 66.
When reciprocating cylinder 70 is moving toward the inner piston 26, the reciprocating cylinder 70 is push-ing scotch yokes 118 and 120 towards the opposite end of the outer cylinder 30. This in turn is causing the scotch blocks 156 and 160 to be raised with a vertical component.
Similarly, as the inner piston 126 is moving towards the reciprocating cylinder 72, the scotch yoke 146 is being pulled towards the reciprocating cylinder 72.
Thus, the scotch yoke 146 is moving with a horizontal com-ponent towards the reciprocating cylinder 70. With the scotch yoke 146 moving with this horizontal component, the scotch block 158 is moving with a downward vertical compo-nent.
After the explosion in the compression chamber 66, the horizontal components of the reciprocating cylinder 70 and the inner piston 126 are reversed due to the force ~ 2C~3566 of the explosion. The new directions after the explosion are illustrated in Fig. 2 by direction arrow 222 and directional arrow 224.
After the explosion in the compression chamber 66, the reciprocating cylinder 70 reverses its direction and begins to pull on scotch yokes 118 and 120. The pulling on the scotch yokes 118 and 120 in turn pull on the reciprocating cylinder 72 and causes the reciprocating cylinder 72 to reverse its direction and move towards the inner piston 128. Also, after the explosion in the compression chamber 66, the inner piston 126 is caused to change direction and it begins to push on scotch yoke 146. The change in direction of the inner piston 126 in turn causes the inner piston 128 to reverse its direct:ion and move towards the reciprocating cylinder 72. As the reciprocating cylinder 72 moves towards the inner piston 128, it eventually brings the reciprocating cylinder intake port 102 comes i.nto alignment with the fuel injection nozzle 218, fuel is introduced into the compression chamber. At this point in the cycle the inner piston 128 has moved past the reciprocating cylinder exhaust port 82, closing the reciprocating cylinder exhaust port 82 and further the inner piston 128 is moving towards the compression wall 96 of the reciprocating cylinder 70 thereby narrowing the compression chamber 68.
During these movements, the reciprocating cylinder 70 is pushiT~g scotch yokes 118 and 120 in a horizontal movement towards the r~clprocating cylinder 70. This is causing the scotch blocks 156 and 160 to move in a downward component. In addition, the inner piston 128 is moving towards the reciprocating cylinder 70 and is, thus, pulling the scotch yoke 146 in a horizontal component towards reciprocating cylinder 72 thereby causing the scotch block 158 to have a vertical rising component. When the compression chamber 68 12 iZ~8566 has sufficiently narrowed, an explosion occurs, and the directions of the reciprocating cylinder 72 and inner piston 128 reverse. Thus, the inner piston 128 begins a horizontal movement towards the reciprocating cylinder 70 and the reciprocating cylinder 72 moves towards the air chamber end wall 40 thus reversing the horizontal components pushing and pulling the scotch yokes 118, 120 and 146 in opposite directions.
In the preferred embodiment scotch yokes 118 and 120 are constructed at an approximate 10 angle from 90. This has the added advantage of causing reciprocating cylinder intake ports 100 and 102 to stay open a few degrees longer which allows for a super charge of air.
It can be seen that once the explosion occurs in the compression chamber 68, the inner pistons 126 and 128 and recipro-cating cylinders 70 and 72 assume the horizontal movement which was described initially in the first step. Thus, we have gone through a complete cycle. ~s is set forth in the explanation, there is no wasted movement. Thus, with every movement the reciprocating cylinders 70 and 72 and the inner pistons 126 and 128 are causing useful energy to be generated. This is true because the motion o-f the scotch yokes 118, 120 and 146 includes a horizontal component which is trans-ferred as use-ful energy to scotch blocks 156, 168, 160 which in turn transfer this energy to the crank throws 162, 164, 166, which in turn rotate of the crankshaft 24.
It is evident that due to the use~ulness o~ the scotch b]ocks irregardless of which direction they are moving, that there is no energy wasted in an exhaust cycle. This is evident in conventional engines when exhaust is being cleared -from a compression chamber after an explosion. In the present invention, the horizontal movement that is used in clearing the compression chamber during the cycle is also ~'``'~, ~, 13 ~Z~8566 transferring useful energy to the pushed and pulled scotch yokes 118, 120 and 146.
Although a particular preferred embodiment of the invention has been disclosed above for illustrative purposes, it will be understood that variations or modifications thereof which lie within the scope of the appended claims are contemplated.
Grant on August 23, 1938. The patent related to in~ernal combus-tion engines. The engine used a crankhead which was journaled on the crank in order to obtain rotation energy on the crankshaft.
However, as in other conventional engines, the piston was set within a fixed housing. Thus, the engine experienced the same problems as outlined above. The inventor has solved these problems and obtained the above advantages, by designing a reciprocating cylinder in addition to the opposing piston thereby obtaining useful energy from all components of the force exerted after com-bustion.
~rief Description of the Drawings Fig. 1 is an overhead cutaway view of the engine. The outer cylinder is cut away totally and the reciprocating cylinder is cut away partially. The fuel injection system, crankshaft and flywheel are also illustrated.
Fig. 2 is a side cutaway view of the engine. The outer cylinder is cut away totally and the reciprocating cylinder is cut away partially to illustrate the scotch blocks and inner piston. The air flowing system is additionally illustrated.
Fig. 3 is a cutaway end view of the outside cylinder taken along line 3-3 showing the position of the air inlets.
Fig. 4 is a cutaway end view of the outside cylinder taken along line 4-4 showing the configuration of the exhaust port of the outside cylinder.
F1~. 5 is a side view of a reciprocating cylinder.
Fig. 6 is a cutaway side view of the reciprocating cylinder.
Fig. 7 is a perspective view of the crankshaft and three crank throws.
~,' ~a lZ1;~8S66 Detailed Description of the Drawings In Fig. 1 a cutaway side view of the diesel engine 10 is illustrated. The engine 10 in the preferred "
lZ~8566 embodiment is designed to be used in association with an automobile. However, the engine 10 may be adapted to a number of uses.
in the detailed description of the drawings the various parts and their configurations will first be dis-cussed. Subsequent to description of the individual parts, the interaction of the parts and their steps in the opera-tion of the engine 10 will be detailed.
In Fig. 1 the fuel injection pump 12 is secured to the fuel pump support plate 14. The fuel injection pump is driven off the front end of the crankshaft. The fuel pump support plate 14 is in turn secured to the fuel pump support walls 16 which are in turn secured to the crankcase 18. Thus, the combination of fuel pump support plate 14 and walls 16 secure the fuel injection pump 12 to the crankcase 18.
Within the crankcase 18 is the crankcase bearing retainer 20. The crankcase bearing retainer 20 houses the crankshaft main bearing 22. The crankshaft main bearing 22 in turn houses the crankshaft 24. Besides housing the crankshaft main bearing 22 the crankcase bearing retainer 20 surround crankshaft 24.
Affixed to the crankcase wall 26 is the outer cylinder flange 28 of the outer cylinder 30. The outer cylinder 30 is constructed of a surrounding wall 32 and an inner wall 34. The surrounding wall 32 and inner wall 34 form water jacket compartments 36. As set forth in the preferred embodiment, the engine 10 is water cooled. How-ever, the engine can alternately be air cooled.
Affixed to the surrounding wall 32 and inner wall 34 at either end of the outer cylinder 30 are the air chamber end walls 38 and 40. As set forth in Fig. 2, the inner wall 34 of the outer cylinder 30 has a series of air inlets 42 and 44 in close proximity to the air chamber end walls 38 and 40 respectively. Water jacket compartment walls 46 and 48 which are secured between the surrounding wall 32 and inner wall 34 form air jackets 50 and 52. Air jacket 50 is formed adjacent to air chamber end wall 38 1~38566 whi~e air jacket 52 is formed adjacent to air chamber end wall 40. In Fig. 2 a portion of the inner wall 34 is not cut away thus illustrating the air inlets 42 position in relation to the inner wall 34 and the surrounding air jackets 50 and 52.
As set forth in Fig. 2, the series of air inlets are set in a position directly in line with the orifices 54 and 56 of the air blower lines 58 and 60. Thus, when air is forced through the air blower lines 58 and 60, the air passes into air jackets 50 and 52 and subsequently through their inlets 42 and 44, and subsequently into air chambers 62 and 64 or combustion chambers 66 and 68 depending on the position of the reciprocating cylinders 70 and 72.
Through both the inner wall 34 and surrounding wall 32 of the outer cylinder 30 are exhaust ports 74 and 76. The exhaust ports 74 and 76 are positioned on the outer cylinder 30 to correspond properly with the strokes of the reciprocating cylinders 70 and 72. The configura-tion of the exhaust ports 74 and 76 are illustrated in Fig.
4. Since their configurations are indentical, only one port is illustrated. The exhaust port 74 has a surrounding wall 78 which defines the dimension of the exhaust port 74.
As set forth in Fig. 4, the exhaust port surrounding wall 78 is slanted in a funnel-like configuration. The funnel-like configuration allows the entrapment of exhaust gasesfrom a number of exhaust ports 80 and 82 positioned on the reciprocating cylinders 70 and 72. The exhaust ports 80 and 82 are positione~ about a portion of the circumference of their respective reciprocating cylinders. The exhaust ports 80 and 82 cover a partial diameter of the recip-rocating cylinder equivalent to the inner orifice 84 of both the exhaust ports 80 and 82. Thus, when exhaust is forced out of the exhaust ports 80 and 82 of the recipro-cating cylinders 70 and 72 the exhaust is totally collected in the inner orifice 84 of the exhaust port 74 and forced out the exhaust port outer orifice 86. The water jacket compartment 36 is interrupted by the exhaust ports 74 and 76 but nevertheless partially abuts the surrounding wall of the exhaust port 78.
~Za3B5b~6 Housed within the outer cylinder 30 are the reciprocating cylinder 70 and 72. The reciprocating cylin-der 70 is shown in detail in Fig. 5. The configuration of the reciprocating cylinders 70 and 72 are identical and, therefore, only reciprocating cylinder 70 is discussed in detail.
At the end of the reciprocating cylinder 70 is the outer reciprocating cylinder projection 88 of the reciprocating cylinder 70. The outer reciprocating cylin-drical projection 88 is surrounded by outer cylindricalprojection rings 90.
The reciprocating cylinder end is cpen for a slight distance until meeting the compression wall. Thus, the reciprocating cylinder 70 i5 open and hollow until the inner diameter of the reciprocating cylinder 94 is closed by the inner compression walls 96 and 98. The configura-tion of the compression walls 96 and 98. The configuration of the compression walls 96 and 98 are fully shown in Fig~
1, and at right angles with the inner walls 3~ and covers the entire inner diameter of the reciprocating cylinder 94.
Also illustrated in Fig. 1 and Fig. 5 are recip-rocating cylinder intake ports 100 and 102 which are positioned in the close proximity of the reciprocating cylinder end 92. At the outer edge of the fuel injection intake port 104 the compression wall 96 is secured. Cir-cumferencing the reciprocating cylinder 70 immediately inward of the reciprocating cylinder intake port 100 is ring set 106.
As illustrated in Fig. 5 additional oil control ring set 108 circumferences the reciprocating cylinder 70 between the ring set 106 and the exhaust port 80 of the reciprocating cylinder 70. Inside the exhaust port 80 cir-cumferencing the reciprocating cylinder 70 is the inner oil control ring set 110. The inner oil control ring set 110 serves two purposes: first it keeps oil from filtering down into the crankcase 18; and second, it keeps oil from filtering into the intake ports 100.
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12~5~i6 The reciprocating cylinders 70 and 72 have for-ward flanges 112 and 114 which slant from approximately the outer diameter of the reciprocating cylinders 70 and 72 to approximately 1/8 of the diameter of the reciprocating cylinder 70 and 72.
The forward flanges 112 and 114 are positioned allowing a U-shaped cut-out 116 over the flanges 112 and 11~ .
The reciprocating cylinders 70 and 72 are secured to scotch yokes 118 and 120. In Fig. 1 it can be seen that one forward flange 112 is secured to scotch yoke 118 and the remaining forward flange 124 of the reciprocating cylinder forward flange 112 is secured to scotch yoke 120.
Likewise, reciprocating cylinder 72 is also secured to both scotch yoke 118 and scotch yoke 120.
Housed within the reciprocating cylinders 70 and 72 are inner pistons 126 and 128. At the end of each of the inner pistons 126 and 128 are heads 130 and 132. The piston heads 130 and 132 have within them piston head cavities 134 and 136 the purpose of which is for oil cool-ing. At the extreme edge of the heads 130 and 132 are compression surfaces 138 and 140. Immediately behind the compression surfaces 138 and 140 are inner piston rings 142 and 144. Securing the piston heads 130 and 132 to the scotch yoke 146 are piston rods 148 and 150. In the pre-ferred embodiment the piston rods 148 and 150 are conven-tionally secured to the scotch yoke 146 by bolts 152 and 154. As is evident, the reciprocating cylinders 70 and 72 ~re a~fixed to scotch yokes 118 and 120 only, while the inner pistons 126 and 128 are affixed the scotch yoke 145 only.
The scotch yokes 118, 120 and 146 house scotch blocks, 156, 158, and 160. The scotch blocks 156, 158 and 160 slide vertically up and down corresponding to thef horizon~al movements of the reciprocating cylinders 70 and 72 and inner pistons 126 and 128.
The scotch blocks 156, 158 and 160 surround respective crank throws 162, 164 and 166 as illustrated in ?
:~Z~3566 Fig. 7. The crank throws 162 and 164 are those surrounded by scotch blocks 156 and 158 housed within scotch yokes 118 and 120. The scotch yokes 118 and 120 are attached to reciprocating cylinders 70 and 72 and are, thus, powered by the horizontal back and forth movements of the recipro-cating cylinders 70 and 72.
In the preferred embodiment, three crank throws are situated to power the crankshaft. For the most advan-tageous operation of the engine 10 it is desirable for the reciprocating cylinders 70 and 72 to move approximately one-half the horizontal distance of the inner pistons 126 and 128. To accomplish this, the reciprocating cylinder crank throw 162 and 164 are one-half of the diameter of the crank throw 166 of the inner pistons 126 and 128. Thus, in the preferred embodiment the crank throws 162 and 164 of the reciprocating cylinder are two inches in diameter whereas the crank throw 166 of the inner piston is four inches in diameter. Additionally, it is desirable to have the reciprocating cylinder movement 130 to 200 la~er than the piston movement for desired port timing. To accomplish the 190 to 200 offset, the crank throws 162 and 164 are 180 apart. To introduce the additional 10 or more off-set, the scotch yoke 118 is slanted the required number of degrees. Thus, in Fig. 2 it is shown that scotch yoke 118 is slanted approximately 10. The same effect can be established by offset crankshaft throws.
The horizontal back and forth movement of the reciprocating cylinders 70 and 72 and inner pistons 126 and 128 accomplish motion by the scotch blocks 156, 158 and 160 which slide vertically. The scotch blocks 156, 158 and 160 are kept within the scotch yokes 118, 120 and 146 by scotch yoke guides 162 formed within the scotch blocks.
~fEixed to the crank throw 164 is cylindrical crank throw extension 170. The cylindrical crank throw extension 170 is secured to the flywheel 172. Affixed to the crank throw 162 is cylindrical crank throw extension 174, which is in turn affixed to the crankshaft 24. Crank throw 166 is secured to Grank throws 162 and 164 by crank . ,1 ~2~3566 throw walls 174 and 176. Thus, as crank throw 166 rotates, it aids in the rotation of crank throws 162 and 164 and vice versa. Thus, as the crank throws 162, 164 and 166 rotate about the axis of the crankshaft 24, the crankshaft S and in turn the flywheel are caused to rotate.
The engine 10 has an oil lubrication system.
Surrounding the crankshaft 24 within the crankcase 18 is the oil supply chamber 178. Oil is supplied to the oil supply chamber 178 by the means of a vane oil pump 180.
Cooling oil enters the crank throw 162 through oil duct 182. Oil duct 182 extends into crank throw 162 whereupon oil duct 182 intersects crank throw extension oil duct 184 which supplies pressure fed oil to the surface of the crank throw 162 lubricating the movement of the crank throw 162.
Leading from oil duct 182 is oil duct 186 which supplies oil into within the crank throw 166 whereupon oil duct 186 intersects crank throw extension oil duct 188.
Crank throw extension oil duct 188 supplies pressure fed oil to the surface of the crank throw 166 lubricating the movement of the crank throw 166.
Leading from oil duct 186 is oil duct 190 which ~upplies oil into the crank throw 164 whereupon oil duct 190 intersects crank throw extension oil duct 192. Crank throw extension oil duct 192 supplies pressure fed oil to the surface of the crank throw 164 lubricating the movement of the crank throw 164.
Cooling oil movement is also facilitated through inner pistons 126 and 128. As illustrated in Fig. 2, oil duct 194 allows oil to move from the crankshaft into the piston head cavity 136. Oil duct 196 allows oil to exit from the piston head cavity 136. Slmilarly, oil duct 198 allows oil to move from the crankshaft into the piston head cavity 134. Oil duct 200 allows oil to exit from the piston head cavity 134.
As illustrated in Fig. 2 ring oil lines 202 and 204 supply oil lubrication to the rings of the recipro-cating cylinders. Ring oil exit lines 206 and 208 provide for the exit of oil from the rings of the reciprocating cylinders to the oil pan 210.
~!
~8S66 To better understand the invention, a complete cycle of the engine will be detailed step by step. We will begin with the reciprocating cylinders 70 and 72 and the inner pistons 126 and 128 in the position illustrated in Fig. 2. Further, we will begin in the position as illus-trated in Fig. 2 by describing the reciprocating cylinder 72 and the inner piston 128. Reciprocating cylind~r 72 and the inner piston 128 are going through an exhaust cycle.
Remember that during the compression cycle of reciprocating cylinder 72 and inner piston 128, the reciprocating cylin-der 72 is moving towards the inner piston 128. However, after the compression cycle is completed, the inner piston 128 is moving towards reciprocating cylinder 70, and the reciprocating cylinder 72 is moving towards the inner chamber end wall 40. This is illustrated in Fig. 2 when the reciprocating cylinder 72 is sufficiently close to the air chamber end wall 40, the reciprocating cylinder intake port 102 becomes aligned with the air blower line 60 of the air pump 212. It is also important to note that the reciprocating cylinder exhaust port 82 came into alignment with the exhaust port 76 of the outer cylinder 30 prior to the alignment of the reciprocating intake port 102 with the air blower line 60. Thus, air above atmospheric pressure blows into the chamber 214 formed between the reciprocating cylinder 72 and the inner piston 128.
It is also evident that, when the reciprocating cylinder intake port 102 i$ in alignment with the blower line 60, the inner piston 128 has moved sufficiently to expose the reciprocating cylinder exhaust port 82. In fact, the inner piston 128 cleared the reciprocating cylinder exhaust port 82 prior to the alignment of the reciprocating cylinder intake port 102 ~nd air blower line 70. Thus, the high pressure air from the air pump which forms in the chamber 214 between the reciprocating cylinder 72 and the inner piston 128 pushes the exhaust out the reciprocating cylinder exhaust port 82 but subsequently out the exhaust port 76 of the outer cylinder 30. This then clears the exhaust out of the compression chamber 214 ,.. ...
12~8~6 between the reciprocating cylinder 72 and the inner piston 128.
While ~he inner piston 128 and reciprocating cylinder 72 are in an exhaust cycle, the reciprocating cylinder 70 and inner piston 126 are in a compression cycle. As set forth in Fig. 2, the reciprocating cylinder 70 has moved away from the air chamber end wall 38 of the outer cylinder 30 thereby bringing the fuel injection nozzle 216 in alignment with the reciprocating cylinder intake port 100. The fuel injection pump 202 is properly timed such that when the reciprocating cylinder intake port 100 is aligned with the fuel injection nozzle 216, fuel will be fed into the combustion chamber 66 or formed by the compression wall 96 and the compression surface 138 of the inner piston 126. As the reciprocating cylinder 70 moves towards the inner piston 126 the reciprocating cylinder intake port 100 becomes less and less open. In addition, the compression chamber 66 becomes smaller and smaller until an explosion in the compression chamber 66 is reached. The fuel injection pump 220 is timed in order to inject fuel immediately preceeding the explosion in the compression chamber 66.
When reciprocating cylinder 70 is moving toward the inner piston 26, the reciprocating cylinder 70 is push-ing scotch yokes 118 and 120 towards the opposite end of the outer cylinder 30. This in turn is causing the scotch blocks 156 and 160 to be raised with a vertical component.
Similarly, as the inner piston 126 is moving towards the reciprocating cylinder 72, the scotch yoke 146 is being pulled towards the reciprocating cylinder 72.
Thus, the scotch yoke 146 is moving with a horizontal com-ponent towards the reciprocating cylinder 70. With the scotch yoke 146 moving with this horizontal component, the scotch block 158 is moving with a downward vertical compo-nent.
After the explosion in the compression chamber 66, the horizontal components of the reciprocating cylinder 70 and the inner piston 126 are reversed due to the force ~ 2C~3566 of the explosion. The new directions after the explosion are illustrated in Fig. 2 by direction arrow 222 and directional arrow 224.
After the explosion in the compression chamber 66, the reciprocating cylinder 70 reverses its direction and begins to pull on scotch yokes 118 and 120. The pulling on the scotch yokes 118 and 120 in turn pull on the reciprocating cylinder 72 and causes the reciprocating cylinder 72 to reverse its direction and move towards the inner piston 128. Also, after the explosion in the compression chamber 66, the inner piston 126 is caused to change direction and it begins to push on scotch yoke 146. The change in direction of the inner piston 126 in turn causes the inner piston 128 to reverse its direct:ion and move towards the reciprocating cylinder 72. As the reciprocating cylinder 72 moves towards the inner piston 128, it eventually brings the reciprocating cylinder intake port 102 comes i.nto alignment with the fuel injection nozzle 218, fuel is introduced into the compression chamber. At this point in the cycle the inner piston 128 has moved past the reciprocating cylinder exhaust port 82, closing the reciprocating cylinder exhaust port 82 and further the inner piston 128 is moving towards the compression wall 96 of the reciprocating cylinder 70 thereby narrowing the compression chamber 68.
During these movements, the reciprocating cylinder 70 is pushiT~g scotch yokes 118 and 120 in a horizontal movement towards the r~clprocating cylinder 70. This is causing the scotch blocks 156 and 160 to move in a downward component. In addition, the inner piston 128 is moving towards the reciprocating cylinder 70 and is, thus, pulling the scotch yoke 146 in a horizontal component towards reciprocating cylinder 72 thereby causing the scotch block 158 to have a vertical rising component. When the compression chamber 68 12 iZ~8566 has sufficiently narrowed, an explosion occurs, and the directions of the reciprocating cylinder 72 and inner piston 128 reverse. Thus, the inner piston 128 begins a horizontal movement towards the reciprocating cylinder 70 and the reciprocating cylinder 72 moves towards the air chamber end wall 40 thus reversing the horizontal components pushing and pulling the scotch yokes 118, 120 and 146 in opposite directions.
In the preferred embodiment scotch yokes 118 and 120 are constructed at an approximate 10 angle from 90. This has the added advantage of causing reciprocating cylinder intake ports 100 and 102 to stay open a few degrees longer which allows for a super charge of air.
It can be seen that once the explosion occurs in the compression chamber 68, the inner pistons 126 and 128 and recipro-cating cylinders 70 and 72 assume the horizontal movement which was described initially in the first step. Thus, we have gone through a complete cycle. ~s is set forth in the explanation, there is no wasted movement. Thus, with every movement the reciprocating cylinders 70 and 72 and the inner pistons 126 and 128 are causing useful energy to be generated. This is true because the motion o-f the scotch yokes 118, 120 and 146 includes a horizontal component which is trans-ferred as use-ful energy to scotch blocks 156, 168, 160 which in turn transfer this energy to the crank throws 162, 164, 166, which in turn rotate of the crankshaft 24.
It is evident that due to the use~ulness o~ the scotch b]ocks irregardless of which direction they are moving, that there is no energy wasted in an exhaust cycle. This is evident in conventional engines when exhaust is being cleared -from a compression chamber after an explosion. In the present invention, the horizontal movement that is used in clearing the compression chamber during the cycle is also ~'``'~, ~, 13 ~Z~8566 transferring useful energy to the pushed and pulled scotch yokes 118, 120 and 146.
Although a particular preferred embodiment of the invention has been disclosed above for illustrative purposes, it will be understood that variations or modifications thereof which lie within the scope of the appended claims are contemplated.
Claims (35)
1. An engine comprising:
a first reciprocating cylinder;
a second reciprocating cylinder;
a piston housed within the first reciprocating cylinder;
a second piston housed within the second reciprocating cylinder;
a means of housing the first and second reciprocating cylinders;
a compression wall within the first reciprocating cylinder;
a compression wall within the second reciprocating cylinder;
a means of interjecting fuel at proper timing between the compression walls and the pistons to cause combustion and reciprocating horizontal movement between the first and second reciprocating cylinders and the first and second pistons;
a crankshaft;
a means of withdrawing exhaust from the engine;
a crank throw affixed to the crankshaft;
a second crank throw affixed to the first crank throw;
three scotch yokes with each of the scotch blocks housed within one of the scotch yokes;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the second reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws; and a means of securing the first and second pistons to the second scotch yoke, said scotch yoke housing the second crank throw.
a first reciprocating cylinder;
a second reciprocating cylinder;
a piston housed within the first reciprocating cylinder;
a second piston housed within the second reciprocating cylinder;
a means of housing the first and second reciprocating cylinders;
a compression wall within the first reciprocating cylinder;
a compression wall within the second reciprocating cylinder;
a means of interjecting fuel at proper timing between the compression walls and the pistons to cause combustion and reciprocating horizontal movement between the first and second reciprocating cylinders and the first and second pistons;
a crankshaft;
a means of withdrawing exhaust from the engine;
a crank throw affixed to the crankshaft;
a second crank throw affixed to the first crank throw;
three scotch yokes with each of the scotch blocks housed within one of the scotch yokes;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the second reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws; and a means of securing the first and second pistons to the second scotch yoke, said scotch yoke housing the second crank throw.
2. The engine of claim 1 wherein the second crank throw is 180 degrees out of phase with the first and third crank throws and is twice the diameter of the first and third crank throws.
3. The engine of claim 2 wherein the means of housing the first and second reciprocating cylinders comprises an outer cylinder with walls at either end of the outer cylinder.
4. The engine of claim 3 wherein the means of with-drawing exhaust comprises:
an air blower;
an air blower line affixed to the air blower wherein the air blower line introduces air within the outer cylinder;
a series of air ports in the first and second recipro-cating cylinders so positioned that after combustion, air is introduced within the first and second reciprocating cylinders;
a series of exhaust ports positioned on the first and second reciprocating cylinders which allow for the exhaust of air after combustion;
an exhaust port positioned in the outer cylinder such that exhaust gas from within the first reciprocating cylinder is able to escape after combustion, but air is prevented from escaping when the first piston and first reciprocating cylinder are closing toward combustion; and a second exhaust port positioned in the outer cylinder are closing toward combustion; and a second exhaust port positioned in the outer cylinder such that exhaust gas from within the second reciprocating cylin-der is able to escape after combustion, but air is prevented from escaping when the second piston and second reciprocating cylinder are closing toward combustion.
an air blower;
an air blower line affixed to the air blower wherein the air blower line introduces air within the outer cylinder;
a series of air ports in the first and second recipro-cating cylinders so positioned that after combustion, air is introduced within the first and second reciprocating cylinders;
a series of exhaust ports positioned on the first and second reciprocating cylinders which allow for the exhaust of air after combustion;
an exhaust port positioned in the outer cylinder such that exhaust gas from within the first reciprocating cylinder is able to escape after combustion, but air is prevented from escaping when the first piston and first reciprocating cylinder are closing toward combustion; and a second exhaust port positioned in the outer cylinder are closing toward combustion; and a second exhaust port positioned in the outer cylinder such that exhaust gas from within the second reciprocating cylin-der is able to escape after combustion, but air is prevented from escaping when the second piston and second reciprocating cylinder are closing toward combustion.
5. The engine of claim 4 wherein the means of inter-jecting fuel at proper timing between the compression walls and the pistons comprise:
a fuel pump;
a first line connected to the fuel injection pump;
a first nozzle connected to the first line and so positioned through the outer cylinder such that when air is highly compressed between the first compression wall and the first piston fuel is injected;
a second line connected to the fuel injection pump; and a second nozzle connected to the second line and so positioned through the outer cylinder such that when air is highly compressed between the second compression wall and the second piston fuel is injected.
a fuel pump;
a first line connected to the fuel injection pump;
a first nozzle connected to the first line and so positioned through the outer cylinder such that when air is highly compressed between the first compression wall and the first piston fuel is injected;
a second line connected to the fuel injection pump; and a second nozzle connected to the second line and so positioned through the outer cylinder such that when air is highly compressed between the second compression wall and the second piston fuel is injected.
6. The engine of claim 5 wherein the first and third scotch yokes are slanted at approximately 10 degrees.
7. The engine of claim 6 comprising a means for lubrication of the scotch yokes, scotch blocks and crank throws.
8. The engine of claim 7 wherein a water jacket partially surrounds the outer cylinder.
9. An engine comprising:
a first reciprocating cylinder;
a second reciprocating cylinder;
a piston housed within the first reciprocating cylinder;
a second piston housed within the second reciprocating cylinder;
a means of housing the first and second reciprocating cylinders;
a compression wall within the first reciprocating cylinder;
a compression wall within the second reciprocating cylinder;
a means of interjecting fuel at proper timing between the compression walls and the pistons to cause combustion and reciprocating horizontal movement between the first and second reciprocating cylinders and the first and second pistons;
a crankshaft;
three scotch yokes with each of the scotch blocks housed within one of the scotch yokes;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the second reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the first and second pistons to the second scotch yokes, said scotch yokes housing the second crank throw;
an air blower;
an air blower line affixed to the air blower wherein the air blower line introduces air within the outer cylinder;
a series of air ports in the first and second recip-rocating cylinders so positioned that after combustion, air is introduced within the first and second reciprocating cylinders.
a series of exhaust ports positioned on the first and second reciprocating cylinders which allow for the exhaust of air after combustion;
an exhaust port positioned in the outer cylinder such that exhaust gas from within the first reciprocating cylinder is able to escape after combustion, but air is prevented from escaping when the first piston and first reciprocating cylinder are closing toward combustion; and a second exhaust port positioned in the outer cylinder such that exhaust gas from within the second reciprocating cylin-der is able to escape after combustion, but air is prevented from escaping when the second piston and second reciprocating cylinder are closing toward combustion.
a first reciprocating cylinder;
a second reciprocating cylinder;
a piston housed within the first reciprocating cylinder;
a second piston housed within the second reciprocating cylinder;
a means of housing the first and second reciprocating cylinders;
a compression wall within the first reciprocating cylinder;
a compression wall within the second reciprocating cylinder;
a means of interjecting fuel at proper timing between the compression walls and the pistons to cause combustion and reciprocating horizontal movement between the first and second reciprocating cylinders and the first and second pistons;
a crankshaft;
three scotch yokes with each of the scotch blocks housed within one of the scotch yokes;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the second reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the first and second pistons to the second scotch yokes, said scotch yokes housing the second crank throw;
an air blower;
an air blower line affixed to the air blower wherein the air blower line introduces air within the outer cylinder;
a series of air ports in the first and second recip-rocating cylinders so positioned that after combustion, air is introduced within the first and second reciprocating cylinders.
a series of exhaust ports positioned on the first and second reciprocating cylinders which allow for the exhaust of air after combustion;
an exhaust port positioned in the outer cylinder such that exhaust gas from within the first reciprocating cylinder is able to escape after combustion, but air is prevented from escaping when the first piston and first reciprocating cylinder are closing toward combustion; and a second exhaust port positioned in the outer cylinder such that exhaust gas from within the second reciprocating cylin-der is able to escape after combustion, but air is prevented from escaping when the second piston and second reciprocating cylinder are closing toward combustion.
10. An engine comprising:
a first reciprocating cylinder;
a second reciprocating cylinder;
a piston housed within the first reciprocating cylinder;
a second piston housed within the second reciprocating cylinder;
a means of housing the first and second reciprocating cylinders;
a compression wall within the first reciprocating cylinder;
a crankshaft;
a means of withdrawing exhaust from the engine;
a crank throw affixed to the crankshaft;
a crank throw affixed to the first crank throw;
a crank throw affixed to the second crank throw;
three scotch blocks, each scotch block surrounding one crank throw;
three scotch yokes with each of the scotch blocks housed within one of the scotch yokes;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the second reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the first and second pistons to the second scotch yokes, said scotch yokes housing the second crank throw;
a fuel injection pump;
a first line connected to the fuel injection pump;
a first nozzle connected to the first line and so posi-tioned through the outer cylinder such that when air is highly compressed between the first compression wall and the first piston fuel is injected; and a second line connected to the fuel injec-tion pump;
a second line connected to the fuel injection pump;
a second nozzle connected to the second line and so positioned through the outer cylinder such that when air is highly compressed between the second compression wall and the second piston, fuel is injected.
a first reciprocating cylinder;
a second reciprocating cylinder;
a piston housed within the first reciprocating cylinder;
a second piston housed within the second reciprocating cylinder;
a means of housing the first and second reciprocating cylinders;
a compression wall within the first reciprocating cylinder;
a crankshaft;
a means of withdrawing exhaust from the engine;
a crank throw affixed to the crankshaft;
a crank throw affixed to the first crank throw;
a crank throw affixed to the second crank throw;
three scotch blocks, each scotch block surrounding one crank throw;
three scotch yokes with each of the scotch blocks housed within one of the scotch yokes;
a means of securing the first reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the second reciprocating cylinder to the first and third scotch yokes, said scotch yokes housing the first and third crank throws;
a means of securing the first and second pistons to the second scotch yokes, said scotch yokes housing the second crank throw;
a fuel injection pump;
a first line connected to the fuel injection pump;
a first nozzle connected to the first line and so posi-tioned through the outer cylinder such that when air is highly compressed between the first compression wall and the first piston fuel is injected; and a second line connected to the fuel injec-tion pump;
a second line connected to the fuel injection pump;
a second nozzle connected to the second line and so positioned through the outer cylinder such that when air is highly compressed between the second compression wall and the second piston, fuel is injected.
11. The engine of claim 6 wherein the first and third crank throws are offset between 6 and 14°.
12. The engine of claim 11 wherein the exhaust ports and intake ports are interchangeable.
13. The engine of claim 12 further comprising a means for supplying lubrication to the rings of the reciprocating cylinders and a means for exiting lubrication from the rings of the reciprocating cylinders.
14. An engine comprising:
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for substantially compression free longitudinal movement therein, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crank-shaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results; and means for scavenging the combusted air within the reciprocating cylinders by channeling pressurized air through the reciprocating cylinder after combustion.
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for substantially compression free longitudinal movement therein, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crank-shaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results; and means for scavenging the combusted air within the reciprocating cylinders by channeling pressurized air through the reciprocating cylinder after combustion.
15. The engine of claim 14 wherein the fuel injecting means and scavenging means comprise:
means for supplying pressurized air;
means for injecting fuel;
an air inlet port for each reciprocating cylinder communicating with the exterior of the engine and the cylinder-receiving cavity;
an air exhaust port for each reciprocating cylinder communicating with the exterior of the engine and the cylinder receiving cavity at a location longitudinally spaced apart from the air inlet port;
a fuel injection port for each reciprocating cylinder communicating with the fuel injection means and the cylinder receiving cavity at a location longitudinally intermediate the air inlet port and the air exhaust port; and means for fluid communication between the interior of the reciprocating cylinder and the cylinder-receiving cavity, such that the longitudinal movement of the reciprocating cylin-der within the cylinder-receiving cavity will produce fluid communication between the pressurized air supply, fuel supply and exterior of the engine at the proper times for compression, combustion and scavenging within the engine.
means for supplying pressurized air;
means for injecting fuel;
an air inlet port for each reciprocating cylinder communicating with the exterior of the engine and the cylinder-receiving cavity;
an air exhaust port for each reciprocating cylinder communicating with the exterior of the engine and the cylinder receiving cavity at a location longitudinally spaced apart from the air inlet port;
a fuel injection port for each reciprocating cylinder communicating with the fuel injection means and the cylinder receiving cavity at a location longitudinally intermediate the air inlet port and the air exhaust port; and means for fluid communication between the interior of the reciprocating cylinder and the cylinder-receiving cavity, such that the longitudinal movement of the reciprocating cylin-der within the cylinder-receiving cavity will produce fluid communication between the pressurized air supply, fuel supply and exterior of the engine at the proper times for compression, combustion and scavenging within the engine.
16. The engine of claim 15 wherein the pistons are coupled to the crankshaft at a location greater than 180° offset from the reciprocating cylinders, to time the longitudinal move-ment of the reciprocating cylinders and pistons such that during movement of the pistons toward the reciprocating cylinder prior to combustion the exhaust port will be closed prior to the closure of the inlet port to supercharge the compression chamber.
17. The engine of claim 15 wherein the pistons are coupled to the crankshaft at a location greater than 180° offset from the reciprocating cylinders, to time the longitudinal move-ment of the reciprocating cylinders and pistons such that during movement of the pistons away from the reciprocating cylinder after combustion, the exhaust port will be open prior to the opening of the inlet port to allow the combusted gas to escape from the reciprocating cylinder.
18. The engine of claim 15 wherein the means for fluid communication between the reciprocating cylinder and the cylinder-receiving cavity comprises:
a first cylinder port; and a second cylinder port at a location spaced apart from the first cylinder port, the cylinder ports communicating be-tween the cylinder-receiving cavity and the interior of the reciprocating cylinder.
a first cylinder port; and a second cylinder port at a location spaced apart from the first cylinder port, the cylinder ports communicating be-tween the cylinder-receiving cavity and the interior of the reciprocating cylinder.
19. The engine of claim 18 wherein the first cylinder port is positioned such that it will be opened and closed by the longitudinal movement of the piston within the reciprocating cylinder.
20. The engine of claim 14 wherein the reciprocating cylinders and pistons are coupled to the crankshaft such that forces transmitted to the crankshaft from the pistons have greater leverage than the forces transmitted to the crankshaft from the reciprocating cylinders so that the forces transmitted from the pistons will be more nearly equal the forces trans-mitted from the reciprocating cylinders.
21. The engine of claim 14 wherein the pistons and reciprocating cylinders are coupled to the crankshaft by means of a crankthrow assembly affixed to the crankshaft which com-prises:
a piston crankthrow and a cylinder crankthrow, the crankthrows offset from one another with respect to the circum-ference of the crankshaft to provide the desired timing;
two scotch blocks, each scotch block surrounding a corresponding crankthrow;
a first and second scotch yoke, each scotch yoke housing a corresponding scotch block, the first scotch yoke secured to the pistons and the second scotch yoke secured to the reciprocating cylinders, such that the longitudinal movement of the pistons and reciprocating cylinders will be transmitted through the crankthrow assembly to rotate the crankshaft.
a piston crankthrow and a cylinder crankthrow, the crankthrows offset from one another with respect to the circum-ference of the crankshaft to provide the desired timing;
two scotch blocks, each scotch block surrounding a corresponding crankthrow;
a first and second scotch yoke, each scotch yoke housing a corresponding scotch block, the first scotch yoke secured to the pistons and the second scotch yoke secured to the reciprocating cylinders, such that the longitudinal movement of the pistons and reciprocating cylinders will be transmitted through the crankthrow assembly to rotate the crankshaft.
22. The engine of claim 21 wherein the crankthrows are offset greater than 180°.
23. The engine of claim 21 wherein the piston crank-throw extends outwardly from the center of the crankshaft a distance greater than the cylinder crankthrow.
24. The engine of claim 21 wherein the second scotch yoke is inclined with respect to the first scotch yoke to provide the desired timing.
25. The engine of claim 24 wherein the second scotch yoke is inclined approximately 10°.
26. The engine or claim 21 further including a lubrication system which provides pressurized oil to the crankthrow assembly, the lubrication system including crankthrow oil ducts which extend through the crankthrows to lubricate the scotch blocks.
27. The engine of claim 26 further including oil ducts in the pistons which are in fluid communication with the scotch blocks to provide pressurized oil to the interior of the piston.
28. The engine of claim 14 further including a plural-ity of rings which surround the periphery of each reciprocating cylinder and means for providing pressurized oil to the rings during operation of the engine.
29. An engine comprising:
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results;
mean for injecting fuel into the combustion chambers and scavenging the combusted air from the combustion chambers which comprise:
means for supplying pressurized air;
means for injecting fuel;
an air inlet port for each reciprocating cylinder communicating with the exterior of the engine and the cylinder-receiving cavity;
an air exhaust port for each reciprocating cylin-der communicating with the exterior of the engine and the cylinder receiving cavity at a location longitudi-nally spaced apart from the air inlet port;
a fuel injection port for each reciprocating cylinder communicating with the fuel injection means and the cylinder receiving cavity at a location longi-tudinally intermediate the air inlet port and the air exhaust port; and means for fluid communication between the interior of the reciprocating cylinder and the cylinder-receiving cavity, such that the longitudinal movement of the reciprocating cylinder within the cylinder-receiving cavity will produce fluid communication between the pressurized air supply, fuel supply and exterior of the engine at the proper times for compres-sion, combustion and scavenging within the engine.
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results;
mean for injecting fuel into the combustion chambers and scavenging the combusted air from the combustion chambers which comprise:
means for supplying pressurized air;
means for injecting fuel;
an air inlet port for each reciprocating cylinder communicating with the exterior of the engine and the cylinder-receiving cavity;
an air exhaust port for each reciprocating cylin-der communicating with the exterior of the engine and the cylinder receiving cavity at a location longitudi-nally spaced apart from the air inlet port;
a fuel injection port for each reciprocating cylinder communicating with the fuel injection means and the cylinder receiving cavity at a location longi-tudinally intermediate the air inlet port and the air exhaust port; and means for fluid communication between the interior of the reciprocating cylinder and the cylinder-receiving cavity, such that the longitudinal movement of the reciprocating cylinder within the cylinder-receiving cavity will produce fluid communication between the pressurized air supply, fuel supply and exterior of the engine at the proper times for compres-sion, combustion and scavenging within the engine.
30. The engine of claim 29 wherein the pistons are coupled to the crankshaft at a location greater than 180° offset from the reciprocating cylinders to time the longitudinal move-ment of the reciprocating cylinders and pistons such that during movement of the pistons toward the reciprocating cylinder prior to combustion the exhaust port will be closed prior to the closure of the inlet port to supercharge the compression cham-ber.
31. The engine of claim 29 wherein the pistons are coupled to the crankshaft at a location greater than 180° offset from the reciprocating cylinders, to time the longitudinal move-ment of the reciprocating cylinders and pistons such that during movement of the pistons away from the reciprocating cylinder after combustion, the exhaust port will be open prior to the opening of the inlet port to allow the combusted gas to escape from the reciprocating cylinder.
32. An engine comprising:
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results; and means for scavenging the combusted air within the reciprocating cylinders, the engine further characterized by the reciprocating cylinders and pistons being coupled to the crank-shaft such that forces transmitted to the crankshaft from the pistons have greater leverage than the forces transmitted to the crankshaft from the reciprocating cylinders so that the forces transmitted from the pistons will be more nearly equal the forces transmitted from the reciprocating cylinders.
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results; and means for scavenging the combusted air within the reciprocating cylinders, the engine further characterized by the reciprocating cylinders and pistons being coupled to the crank-shaft such that forces transmitted to the crankshaft from the pistons have greater leverage than the forces transmitted to the crankshaft from the reciprocating cylinders so that the forces transmitted from the pistons will be more nearly equal the forces transmitted from the reciprocating cylinders.
33. An engine comprising:
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results;
means for scavenging the combusted air within the reciprocating cylinders; and a lubrication system which provides pressurized oil to the crankthrow assembly, the lubrication system including crankthrow oil ducts which extend through the crankthrows to lubricate the scotch blocks.
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results;
means for scavenging the combusted air within the reciprocating cylinders; and a lubrication system which provides pressurized oil to the crankthrow assembly, the lubrication system including crankthrow oil ducts which extend through the crankthrows to lubricate the scotch blocks.
34. The engine of claim 33 further including oil ducts in the pistons which are in fluid communication with the scotch block to provide pressurized oil to the interior of the piston.
35. An engine comprising:
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results;
means for scavenging the combusted air within the reciprocating cylinders; and a plurality of rings which surround the periphery of each reciprocating cylinder and means for providing pressurized oil to the rings during operation of the engine.
a housing having two spaced-apart, opposed cylinder receiving cavities and a crankcase therebetween, the longitudi-nal axes of the cylinder receiving cavities being substantially aligned;
a crankshaft extending through the crankcase trans-versely with respect to the cylinder receiving cavities;
two hollow elongated reciprocating cylinders, each reciprocating cylinder having one end coupled to the crankshaft and the other end projecting outwardly therefrom, the projecting end of each reciprocating cylinder being housed within a respec-tive cylinder receiving cavity for longitudinal movement there-in, the reciprocating cylinders being coupled to the crankshaft such that longitudinal motion of the reciprocating cylinders will produce rotation of the crankshaft;
two elongated pistons, each piston mounted within a respective reciprocating cylinder for longitudinal movement therein, each piston forming a compression chamber within the respective reciprocating cylinder when the piston is adjacent the projecting end of reciprocating cylinder, the pistons coupled to the crankshaft such that longitudinal movement of the pistons will produce rotation of the crankshaft;
means for injecting fuel into the combustion chambers formed between the reciprocating cylinder and the piston;
means for coupling the pistons and reciprocating cylinders to the crankshaft such that each respective recipro-cating cylinder and piston alternately move toward each other for pre-combustion compression and away from each other upon combustion, the post-combustion separation of one reciprocating cylinder and piston pair simultaneously producing rotation of the crankshaft and compression of the other reciprocating cylin-der and piston pair such that a continuous two cycle action results;
means for scavenging the combusted air within the reciprocating cylinders; and a plurality of rings which surround the periphery of each reciprocating cylinder and means for providing pressurized oil to the rings during operation of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000433821A CA1208566A (en) | 1983-08-03 | 1983-08-03 | Internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000433821A CA1208566A (en) | 1983-08-03 | 1983-08-03 | Internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1208566A true CA1208566A (en) | 1986-07-29 |
Family
ID=4125794
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000433821A Expired CA1208566A (en) | 1983-08-03 | 1983-08-03 | Internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1208566A (en) |
-
1983
- 1983-08-03 CA CA000433821A patent/CA1208566A/en not_active Expired
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| MKEX | Expiry |