CA2326705C - Crank system with sinusoidal piston motion - Google Patents
Crank system with sinusoidal piston motion Download PDFInfo
- Publication number
- CA2326705C CA2326705C CA002326705A CA2326705A CA2326705C CA 2326705 C CA2326705 C CA 2326705C CA 002326705 A CA002326705 A CA 002326705A CA 2326705 A CA2326705 A CA 2326705A CA 2326705 C CA2326705 C CA 2326705C
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- Prior art keywords
- cam
- piston
- circular
- crank system
- gears
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/04—Engines with prolonged expansion in main cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H21/00—Gearings comprising primarily only links or levers, with or without slides
- F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
- F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
- F16H21/18—Crank gearings; Eccentric gearings
- F16H21/36—Crank gearings; Eccentric gearings without swinging connecting-rod, e.g. with epicyclic parallel motion, slot-and-crank motion
- F16H21/365—Crank gearings; Eccentric gearings without swinging connecting-rod, e.g. with epicyclic parallel motion, slot-and-crank motion with planetary gearing having a ratio of 2:1 between sun gear and planet gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Transmission Devices (AREA)
Abstract
A crankshaft system for internal combustion engines built for record rotational or racing speeds and power because of a pure sinus piston motion, low friction and small size.
The system is based on hypocycloid movement, but with small diameter of (eccentric) circular cam driving one- or double-sided piston. The circular cam performs flat motion:
uniform rotation in its own plane plus a straight-line sinusoidal reciprocal movement. It substitutes a connecting rad and drives the piston directly. A piston skirt and wrist pin are absent, the piston itself may be double-sided (boxer), in one piece, and light.
Self compensating mechanism maintains high precision of sinus piston motion over the life of the system, compensating for wear and thermal dilation. Full balancing even of one-cylinder engine may be achieved. An engine 90° V2 is inherently fully balanced.
Intrinsic lack of forces acting on cylinder walls means high mechanical efficiency -cylinders are subjected only to the piston's rings friction. This makes the system easy to cool, or allows for more power. Very suitable for all supercharged engines and Direct Injection Diesel.
Suitable for one-cylinder engines, V2 (especially 90°), V, boxer, X, star or in -line.
The system is based on hypocycloid movement, but with small diameter of (eccentric) circular cam driving one- or double-sided piston. The circular cam performs flat motion:
uniform rotation in its own plane plus a straight-line sinusoidal reciprocal movement. It substitutes a connecting rad and drives the piston directly. A piston skirt and wrist pin are absent, the piston itself may be double-sided (boxer), in one piece, and light.
Self compensating mechanism maintains high precision of sinus piston motion over the life of the system, compensating for wear and thermal dilation. Full balancing even of one-cylinder engine may be achieved. An engine 90° V2 is inherently fully balanced.
Intrinsic lack of forces acting on cylinder walls means high mechanical efficiency -cylinders are subjected only to the piston's rings friction. This makes the system easy to cool, or allows for more power. Very suitable for all supercharged engines and Direct Injection Diesel.
Suitable for one-cylinder engines, V2 (especially 90°), V, boxer, X, star or in -line.
Description
Wojciech G. Barski -3- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,'705 CRANK SYSTEM WTTH SINUSOIL1AL PISTON
MOTION
Description FIELD OF THE INVENTION
This invention relays to a self adjusting crank system based on hypocycloid, with small circular cam driving directly a piston. The piston may be one-sided or opposite-boxer type, made of one piece of material. The piston's motion is a pure sinus. No forces, except piston ring friction, act on the cylinder wall. Fully balanced in 90° V2 form.
Application field is record speed and power racing motorcycle and car turbocharged internal combustion engines. Configuration: one cylinder, V2, V, X, star and in-line.
BACKGROUND OF THE INVENTION
In typical internal combustion engines, compressors, pumps, etc, a piston (moving in a cylinder), connecting rod and a crankshaft constitute a crankshaft system.
Crankshaft system converts reciprocal piston motion into rotation of the crankshaft - or reverse.
The gas and inertia forces press the piston against the wall of the cylinder and load the connecting rod with buckling and bending stresses. With higher speed the unwanted inertia forces exceed the useful gas forces. The higher harmonic components of piston movement produce unneeded loads on materials, thus limiting the speed and in sequence the power. Balancing is di~cult and impossible for 1 cylinder system.
Attempts have been made to improve or substitute the basic design:
Pitts' design employs two sets of spur gears with internal meshing to guide the movement of an eccentric placed on the crank of the crankshaft. For 1:2 gear ratio the eccentric (offset a crank radius) moves in a straight line. The eccentric is fitted into two- or one-sided piston. Collins' system is weak and asymmetric.
The other systems are more complicated and some forfeit the main benefit of Pitt's design, it is that the eccentric itself is moving in a straight line, thus no side forces act against cylinder walls (as the crank, gears and eccentric form a mechanism).
Major drawbacks:
Short line of contact between meshing gears, out of necessity to keep short the crank length. This results in high stress and wear of teeth and short life.
Unavoidable backlash on spur gears. Backlash causes impact forces between the teeth and reappearance of side forces on the cylinder walls. Major design benefit is lost.
No provision to eliminate backlash to ensure a straight-line movement of the eccentric during the life of mechanism.
Wojciech G. Barski -4- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
Sensitivity of gears to radial displacements due to play on crank and main shaft bearings, resulting again in impact forces.
Not design for high speed and power.
The Canadian patent, 2,195,886, Barski, has brought a solution to all of the problems listed above. It combines a circular cylinder & piston pair with a self-compensating rectilinear hypocycloid mechanism. The mechanism utilizes conical gears. This enables elimination of backlash, increases length of teeth for added strength and makes the system less sensitive to radial play. Absence of backlash, crucial for proper operation, is achieved and maintained throughout the operating life.
This design is very suitable for fast engines, because for given materials, displacement, bore/stroke ratio, it enables higher speeds for a piston engine for two reasons:
I . Sinusoidal movement of piston does not contain unwanted harmonic motions.
Canadian Patent Application # 2,326,'705 CRANK SYSTEM WTTH SINUSOIL1AL PISTON
MOTION
Description FIELD OF THE INVENTION
This invention relays to a self adjusting crank system based on hypocycloid, with small circular cam driving directly a piston. The piston may be one-sided or opposite-boxer type, made of one piece of material. The piston's motion is a pure sinus. No forces, except piston ring friction, act on the cylinder wall. Fully balanced in 90° V2 form.
Application field is record speed and power racing motorcycle and car turbocharged internal combustion engines. Configuration: one cylinder, V2, V, X, star and in-line.
BACKGROUND OF THE INVENTION
In typical internal combustion engines, compressors, pumps, etc, a piston (moving in a cylinder), connecting rod and a crankshaft constitute a crankshaft system.
Crankshaft system converts reciprocal piston motion into rotation of the crankshaft - or reverse.
The gas and inertia forces press the piston against the wall of the cylinder and load the connecting rod with buckling and bending stresses. With higher speed the unwanted inertia forces exceed the useful gas forces. The higher harmonic components of piston movement produce unneeded loads on materials, thus limiting the speed and in sequence the power. Balancing is di~cult and impossible for 1 cylinder system.
Attempts have been made to improve or substitute the basic design:
Pitts' design employs two sets of spur gears with internal meshing to guide the movement of an eccentric placed on the crank of the crankshaft. For 1:2 gear ratio the eccentric (offset a crank radius) moves in a straight line. The eccentric is fitted into two- or one-sided piston. Collins' system is weak and asymmetric.
The other systems are more complicated and some forfeit the main benefit of Pitt's design, it is that the eccentric itself is moving in a straight line, thus no side forces act against cylinder walls (as the crank, gears and eccentric form a mechanism).
Major drawbacks:
Short line of contact between meshing gears, out of necessity to keep short the crank length. This results in high stress and wear of teeth and short life.
Unavoidable backlash on spur gears. Backlash causes impact forces between the teeth and reappearance of side forces on the cylinder walls. Major design benefit is lost.
No provision to eliminate backlash to ensure a straight-line movement of the eccentric during the life of mechanism.
Wojciech G. Barski -4- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
Sensitivity of gears to radial displacements due to play on crank and main shaft bearings, resulting again in impact forces.
Not design for high speed and power.
The Canadian patent, 2,195,886, Barski, has brought a solution to all of the problems listed above. It combines a circular cylinder & piston pair with a self-compensating rectilinear hypocycloid mechanism. The mechanism utilizes conical gears. This enables elimination of backlash, increases length of teeth for added strength and makes the system less sensitive to radial play. Absence of backlash, crucial for proper operation, is achieved and maintained throughout the operating life.
This design is very suitable for fast engines, because for given materials, displacement, bore/stroke ratio, it enables higher speeds for a piston engine for two reasons:
I . Sinusoidal movement of piston does not contain unwanted harmonic motions.
2. Absence of connecting rod and its problems.
But the piston has a relatively big opening for an eccentric circular cam, which in turn has to enclose the crank pin of the crankshaft.
Generally the machine design trend is to increase the power and keep the masses (i.e. dimensions) to a minimum. Thus an increase of speed is highly desired.
My new invention follows this trend and delivers still smaller, lighter and faster crank system with simple harmonic motion of pistons.
My Crank System with Sinusoidal Piston Motion is the best solution for racing turbocharged engines. It is superior to every known crankshaft system. The speed, power, mechanical efficiency and the life of an engine may be extended significantly.
The other major application is for turbocharged Direct Injection Diesel engines, known for producing large side loads on cylinder walls. Zero pollution pneumatic engine could be another application.
A piston engine run on hydrogen fuel is a viable zero pollution option. High compression required for thermodynamic efficiency favors a crank system with high mechanical efficiency. Higher revolving engine is smaller and lighter.
My crank system offers the solution to advance the piston engine. As a hydrogen piston internal combustion engine it is very efficient and may reduce global pollution and warming.
Wojciech G. Barski -5. Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL, PISTON
MOTION
SPECIFICATION
This invention relates to internal combustion engines, compressors, pumps, volumetric machines, piston type.
The typical cranksha8 mechanism employs a piston moving in a round cylinder.
The sealing properties of this pair are excellent and worth to retain.
During motion the piston exerts forces on the cylinder wall, causing wear and lower mechanical efficiency. Piston motion contains many harmonic components, which cause unwanted stresses, vibrations, fatigue and makes balancing of a single piston mechanism impossible.
The design of Dr.h.c. Felix Wankel is an adaptation of an aircraft rotary compressor, but as an internal combustion engine has heat expansion, sealing and wear problems.
The designs of Mr. Pitts did not find practical application because of lack of means to eliminate backlash on the spur gears, which control the movement, and sensitivity to radial play. As a result hammering, pitting, wear or breaking of teeth, plus some side forces on cylinder wall follow. It was meant for low speed.
Patent # CA 2,195,886 shows the crank system capable of performing at very high speeds with high mechanical efficiency, retaining perfect straight-line motion of the mechanism.
The only drawback lies in the geometry - it requires the circular cam to be of relatively big diameter to accommodate the crank pin of the crankshaft. The crankshaft or cams may have to be divided to assemble. This forces some design constraints and costs. 'The size and mass can not easily be reduced.
My new crank system proposed here removes those design restrictions, retaining the benefits of my former design. It is extremely effective for 90° V2 or boxer racing engine.
It outperforms every other crankshaft system because of pure sinus piston motion means smallest possible accelerations.
- self compensating mechanism to sustain pure sinus motion and no play, - absence of connecting rod and associated design restrictions, - lack of transverse cylinder forces, - high mechanical efficiency, Iow friction and wear, - compactness, low mass.
- inherent or easy full balancing ( inherently fully balanced 90° V2 engine), This crank sy9tem is filly operational, practical, useful and new.
Wojciech G. Barski -6- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTI?M WITH SINUSOIDAL PISTON
MOTION
SUMMARY OF THE DRAWINGS
The features of the invention are illustrated on the drawings:
1. Fig. I is a view of the embodiment of the invention;
2. Fig.2 shows the straight extension of the system for practical multicylinder applicatian.
But the piston has a relatively big opening for an eccentric circular cam, which in turn has to enclose the crank pin of the crankshaft.
Generally the machine design trend is to increase the power and keep the masses (i.e. dimensions) to a minimum. Thus an increase of speed is highly desired.
My new invention follows this trend and delivers still smaller, lighter and faster crank system with simple harmonic motion of pistons.
My Crank System with Sinusoidal Piston Motion is the best solution for racing turbocharged engines. It is superior to every known crankshaft system. The speed, power, mechanical efficiency and the life of an engine may be extended significantly.
The other major application is for turbocharged Direct Injection Diesel engines, known for producing large side loads on cylinder walls. Zero pollution pneumatic engine could be another application.
A piston engine run on hydrogen fuel is a viable zero pollution option. High compression required for thermodynamic efficiency favors a crank system with high mechanical efficiency. Higher revolving engine is smaller and lighter.
My crank system offers the solution to advance the piston engine. As a hydrogen piston internal combustion engine it is very efficient and may reduce global pollution and warming.
Wojciech G. Barski -5. Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL, PISTON
MOTION
SPECIFICATION
This invention relates to internal combustion engines, compressors, pumps, volumetric machines, piston type.
The typical cranksha8 mechanism employs a piston moving in a round cylinder.
The sealing properties of this pair are excellent and worth to retain.
During motion the piston exerts forces on the cylinder wall, causing wear and lower mechanical efficiency. Piston motion contains many harmonic components, which cause unwanted stresses, vibrations, fatigue and makes balancing of a single piston mechanism impossible.
The design of Dr.h.c. Felix Wankel is an adaptation of an aircraft rotary compressor, but as an internal combustion engine has heat expansion, sealing and wear problems.
The designs of Mr. Pitts did not find practical application because of lack of means to eliminate backlash on the spur gears, which control the movement, and sensitivity to radial play. As a result hammering, pitting, wear or breaking of teeth, plus some side forces on cylinder wall follow. It was meant for low speed.
Patent # CA 2,195,886 shows the crank system capable of performing at very high speeds with high mechanical efficiency, retaining perfect straight-line motion of the mechanism.
The only drawback lies in the geometry - it requires the circular cam to be of relatively big diameter to accommodate the crank pin of the crankshaft. The crankshaft or cams may have to be divided to assemble. This forces some design constraints and costs. 'The size and mass can not easily be reduced.
My new crank system proposed here removes those design restrictions, retaining the benefits of my former design. It is extremely effective for 90° V2 or boxer racing engine.
It outperforms every other crankshaft system because of pure sinus piston motion means smallest possible accelerations.
- self compensating mechanism to sustain pure sinus motion and no play, - absence of connecting rod and associated design restrictions, - lack of transverse cylinder forces, - high mechanical efficiency, Iow friction and wear, - compactness, low mass.
- inherent or easy full balancing ( inherently fully balanced 90° V2 engine), This crank sy9tem is filly operational, practical, useful and new.
Wojciech G. Barski -6- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTI?M WITH SINUSOIDAL PISTON
MOTION
SUMMARY OF THE DRAWINGS
The features of the invention are illustrated on the drawings:
1. Fig. I is a view of the embodiment of the invention;
2. Fig.2 shows the straight extension of the system for practical multicylinder applicatian.
3. Fig.3 is a perspective cut view of the invention from F'ig. I .
4. Fig.4 is an exploded perspective view of the invention from Fig. 1.
5. Fig.S is a perspective cut view of the system expanded past main bearings and relates to Fig.2.
6. Fig.6 is a view of the invention from Fig. l reduced to one-cylinder engine.
7. Fig.7 shows a perspective cut view of one-cylinder engine from Fig.6.
8. Fig.8 is a perspective exploded view of one-cylinder engine from Fig.6.
9. Fig.9 is a perspective cut view of the invention from Fig. I limited to two-cylinder boxer engine.
10. Fig.10 shows a perspective cut view of the invention modified for more compact form.
I I . Fig. I 1 is a perspective cut view of the invention enabling small size of piston's center opening.
12. Fig.12 is a perspective view of the invention in form of V2 engine.
13. Fig.13 is an exploded perspective view of the V2 engine as from Fig. l2.
14. Fig.14 is a perspective cut view of a compact V2 engine.
15. Fig. I S shows simplified crank system without cam ring.
The numbering of parts is the same on all drawings.
Wojciech G. Barski -7- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYS7'EM WITH SINUSOIDAL PISTON
MOTION
DETAILED DESCRIPTION
Figure No. l : 1 have found that the drawbacks may be overcome by placing a round cam sleeve (6), having cylindrical ends ( 16) and ( 17), into rotary main journals (3), with a parallel offset and a running fit. Attached firmly to the cam sleeve (6) is at least one circular cam (7) for each double-sided or single piston (t & 12). Another circular cam (8) carries its own double-sided or single piston ( I ()) in another plane. The center of circular cams is offset parallel from the cam sleeve axis by an amount r. The cam sleeve itself is offset from the main journal axis by the same amount r.
A conical planet gear right (5) is directly attached to the cam sleeve (6), close to its right cylindrical end ( 17).
The circular cam (7) is partially placed into a circular cam ring (9), with a running fit.
The circular cam ring (9) terminates to the left as a conical planet gear (4).
The circular cam ring (9), together with its conical planet gear left (4), may slide along both the circular cam (7) as well as the cam sleeve (6), under the hydraulic pressure of a lubricant supplied between (7) and (9).
Conical planet gear left (4) is ca-axial with the cylindrical end ( 16) of the cam sleeve (6).
Cam ring (9) is co-axial with the circular cam left (7).
Conical planet gears (4) and (5 ) mesh respectively with stationary conical internal gears (2). The center axes of internal gears (2) coincide with the axis of the main journals.
The gear ratio is exactly 1:2.
A lower piston ( 1 ) and the upper piston ( 12) constitute one rigid piece. A
circular center opening of it is fitted on the circular cam (7) with running fit. The piston's ends sit in two opposite in-line cylinders. The cylinders' axes lay in the plane of the drawing or parallel to it. The double piston may be reduced to single one, fitted in one cylinder.
The angular position of another circular cam (8) on the cam sleeve may be different from that of circular cam (7). Consequently the axis of this circular cam will move in a plane tilted to the paper plane, both planes coinciding along the axis of the main journals (3).
The double-sided piston fitted on circular cam (8) and its cylinders must have the same tilt. The configuration of cylinders may be in-line, boxer, V, X or star.
The hydraulic pressure of a lubricant eliminates the axial and pitch play between the conical gears: the lubricant under pressure has to be supplied via internal channels in the cam sleeve (6)) into the round space between the circular cam lets (7) and the cam ring (9). This pressure creates forces spreading these parts (7) and (9) apart, till the left (4) and right (5) planet gears will be fully meshed with corresponding conical internal gears (2).
Thus the play is completely eliminated to ensure pure sinus motion of the piston.
During rotation of the main journals the axis of the circular cam (7) moves only parallel in the plane of the paper. The movement of its double-sided piston ( L&12) is a pure sinus function of the angle of rotation of the main journals.
Wojciech G. Barski -8- Toronto, November 06, 2002 Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
The torsional rigidity of the cam sleeve (6) is helped and enforced by the conical gears meshing without play, enabling to transmit output torque. The crank system is design to handle the torsional and bending loads separately. The gears are exposed only to the part of gas and inertia forces causing torque on the crank system. The other part of gas and inertia forces, causing bending, loads the cam sleeve (6) and in turn causes reaction of the main journals (3).
The crank system may be repeated along the main journals' axis, by plugging next cam sleeve into a second opening in the main journal (3), or as per Figure No.2:
Figure No.2 shows a crank system extended in a straight line for practical application.
The cam sleeve (6) maintains its position parallel to the main bearing axis by the action of main journals (3) and sets of conical gears. The cam sleeve has high rigidity for torsion because of its straight rod shape and reinforcement from conical gears.
Figure No.3 is a perspective cut view of the invention from Fig. l . The manner of maintaining zero play on the conical gears, crucial for pure sinus piston motion is visible.
The lubricant under pressure spreads cam ring (9) and circular cam (7) apart, pressing the conical planet gears (4) and (5) against two stationary conical gears (2).
Figure No.4 is an exploded perspective view of the invention as from Fig. l .
The double-sided one-piece in-line pistons, as opposite - boxer pistons ( 1 ) and ( 12), are connected rigidly together by means of center plane link ( 11 ). The center circular opening of the pistons fits on the circular cam ('7). The other boxer piston ( 10) is exactly the same and placed on the circular cam right (8). The circular cam (7) and (8) have to be positioned as here for a flat (in-line or boxer) engine. Changing the relative angular position of the circular cam (7) versus (8) will result in their reciprocal straight-line sinus motions in two different planes, tilted %2 of the relative angle between circular cams. Next cam sleeve may be added by plugging into the second opening in the rotary main journal (3), left or right, giving an alternative to straight-line extension from Figure No.'?.
Figure No.S is a perspective cut view of the system expanded past main bearings and relates to Figure No.2. Two boxer systems are interconnected in the middle by the same extended care sleeve (6). In the middle the rotary main journal (3) provides support far cam sleeve (6) against bending. It is a practical configuration for a 4-cylinder high-speed boxer engine. The circular cams (7) and (8) can also be placed opposite or at any angle to form X cylinder configuration.
Figure No.6 is a view of the invention from Figure No. l reduced to one-cylinder engine.
The circular cam (7) moves precisely along the cylinder the same way, as the piston ( 12), by virtue of the geometry and action of the gears. The system is very light and additional two counter-rotating balancing masses or shafts will achieve full balancing.
This system may be used for one-cylinder engines, much bigger than 650 cm', running at much higher speeds.
Wojciech G. Barski -9- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL, PISTON
MOTION
Figure No.7 shows a perspective cut view of one-cylinder engine from Figure No.6.
The compactness, lightness and strength of the invention are visible. 'The rim of the piston (12) needs only to house the sealing and oil rings. No skirt is needed, as there are no side forces pushing piston against the cylinder wall.
Figure No.8 is a perspective exploded view of one-cylinder engine from Figure No.6.
The cam sleeve (6), the circular cam (7) and the planet gear right (5) constitute one piece.
The interconnected planet gear left (4) and cam ring (9) may move along the axis of the cam sleeve, away from circular cam (7), under the pressure of lubricant, introduced between (7) and (9). 'Chis axial expansion stops, when the conical planet gears (4) and (S) will mesh without play with their respective conical internal gears (2). Thus the pure sinus motion of the center axis of the circular cam (7) is maintained.
Cylindrical end left ( 16) and cylindrical end right (17) of the cam sleeve (6) rotate without play in main journals (3), which also rotate in the crankcase. The internal gears (2) are stationary in the crankcase. The output torque is taken from one of the main journals ( 3 ).
Figure No.9 is a perspective cut view of the invention from Figure No. I
limited to two-cylinder boxer engine.
The lower piston ( I ), upper piston ( I2) and the center plane link ( I I ) consist one piece:
a double-sided piston of a boxer engine. The circular cam (7) is guided by the action of conical planet gears right (5) and left (4), meshed with two stationary conical internal gears (2). The gear ratio is 1:2. Hence the circular cam (7) moves along a straight line.
This direction is chosen as an axis for two cylinders placed on opposite sides of the system. The double-sided boxer piston ( 1 ) and ( 12), placed inside the cylinders, moves along with sinus motion, without exerting side force on the cylinder's walls.
The output torque may be taken from one of the rotary main journals (3).
Figure No. I O shows a perspective cut view of the invention modified for more compact form, if the diameter of the circular cam (7) does not need to be minimal.
The planet gear left (4) attaches itself to an offset cam disc ( 13), fitted into a cylindrical inner section of the circular cam (7). The planet gear (4) and the cam disc ( 13) may move axially without play, along the cylindrical end ( 16) of the cam sleeve (6), under the pressure of lubricant, introduced between (I3) and (7). This axial movement will eliminate the play between both sets of conical gears, to ensure pure sinus operation of the system. The item ( 1 ), ( 11 ) and ( 12) constitute one piece double-sided boxer piston.
Figure No. I 1 is a perspective cut view of the invention enabling small size of piston's center opening. A small diameter cylindrical cam plug (15), attached to planet gear (4), may be used to carry the torque and to produce axial force under the pressure of lubricant, introduced between ( I S) and (7). The functioning of the system remains the same.
Wojciech G. Barski -10- Toronto, November 06, 2002.
Canadian Patent Applicatian # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
Figure No.12 is a perspective view of the invention in form of V2 engine.
The circular cams (7) and (8) are offset around the axis of the cam sleeve (6), by an angle double that of V angle (between the cylinders, or pistons (12) and (l4)). A
180° offset between circular cams will correspond to 90° V 2 configuration and result in perfectly balanced V2 engine.
Fig. l3 is an exploded perspective view of the V2 engine as from Fig. l2.
The circular cams (7) and (8) plus the planet gear (5) are one piece with cam sleeve (6).
The circular cams here are offset 180°, so the pistons ( 12) and ( 14) have to be 90° apart.
The cylindrical ends (16) and (17) of the cam sleeve (6) fit rotary into the rotary main journals (3). The united cam ring (9) and planet gear (4) fit onto cylindrical end (16) and circular cam (7). The pressure of lubricant introduced between (7) and (9) spreads them axially, till the play between gears (2) and (4) and another pair (5) and (2) is zero. The gears with the 1:2 ratio control the rotation of the cam sleeve. As a result the circular cams move rectilinearly along the directions 90° apart, in the directions shown by the pistons (12) and (14).
Fig.14 is a perspective cut view of a compact V2 engine.
As presented on Figure No. 10, the torque between the cam sleeve (6) and the planet gear (4) is carried by circular cam (7) and the cam disc ( 13). The lubricant under pressure between (7) and ( 13) pushes them apart toward full engagement of planet gears (4) and (5) with their respective conical internal gears (2). Shown here is a 90° V2 crank system, but any V angle is possible.
Fig.15 shows a perspective cut view of a simplified crank system, for 2 cylinder boxer engine. The automatic elimination of play in gear meshing is lost here, as both conical gears (4) and (5) consist one piece with the cam sleeve (6).
The gear play control still may be achieved, if one of the internal gears (2) could move axially in the crankcase under the hydraulic pressure of the lubricant.
I I . Fig. I 1 is a perspective cut view of the invention enabling small size of piston's center opening.
12. Fig.12 is a perspective view of the invention in form of V2 engine.
13. Fig.13 is an exploded perspective view of the V2 engine as from Fig. l2.
14. Fig.14 is a perspective cut view of a compact V2 engine.
15. Fig. I S shows simplified crank system without cam ring.
The numbering of parts is the same on all drawings.
Wojciech G. Barski -7- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYS7'EM WITH SINUSOIDAL PISTON
MOTION
DETAILED DESCRIPTION
Figure No. l : 1 have found that the drawbacks may be overcome by placing a round cam sleeve (6), having cylindrical ends ( 16) and ( 17), into rotary main journals (3), with a parallel offset and a running fit. Attached firmly to the cam sleeve (6) is at least one circular cam (7) for each double-sided or single piston (t & 12). Another circular cam (8) carries its own double-sided or single piston ( I ()) in another plane. The center of circular cams is offset parallel from the cam sleeve axis by an amount r. The cam sleeve itself is offset from the main journal axis by the same amount r.
A conical planet gear right (5) is directly attached to the cam sleeve (6), close to its right cylindrical end ( 17).
The circular cam (7) is partially placed into a circular cam ring (9), with a running fit.
The circular cam ring (9) terminates to the left as a conical planet gear (4).
The circular cam ring (9), together with its conical planet gear left (4), may slide along both the circular cam (7) as well as the cam sleeve (6), under the hydraulic pressure of a lubricant supplied between (7) and (9).
Conical planet gear left (4) is ca-axial with the cylindrical end ( 16) of the cam sleeve (6).
Cam ring (9) is co-axial with the circular cam left (7).
Conical planet gears (4) and (5 ) mesh respectively with stationary conical internal gears (2). The center axes of internal gears (2) coincide with the axis of the main journals.
The gear ratio is exactly 1:2.
A lower piston ( 1 ) and the upper piston ( 12) constitute one rigid piece. A
circular center opening of it is fitted on the circular cam (7) with running fit. The piston's ends sit in two opposite in-line cylinders. The cylinders' axes lay in the plane of the drawing or parallel to it. The double piston may be reduced to single one, fitted in one cylinder.
The angular position of another circular cam (8) on the cam sleeve may be different from that of circular cam (7). Consequently the axis of this circular cam will move in a plane tilted to the paper plane, both planes coinciding along the axis of the main journals (3).
The double-sided piston fitted on circular cam (8) and its cylinders must have the same tilt. The configuration of cylinders may be in-line, boxer, V, X or star.
The hydraulic pressure of a lubricant eliminates the axial and pitch play between the conical gears: the lubricant under pressure has to be supplied via internal channels in the cam sleeve (6)) into the round space between the circular cam lets (7) and the cam ring (9). This pressure creates forces spreading these parts (7) and (9) apart, till the left (4) and right (5) planet gears will be fully meshed with corresponding conical internal gears (2).
Thus the play is completely eliminated to ensure pure sinus motion of the piston.
During rotation of the main journals the axis of the circular cam (7) moves only parallel in the plane of the paper. The movement of its double-sided piston ( L&12) is a pure sinus function of the angle of rotation of the main journals.
Wojciech G. Barski -8- Toronto, November 06, 2002 Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
The torsional rigidity of the cam sleeve (6) is helped and enforced by the conical gears meshing without play, enabling to transmit output torque. The crank system is design to handle the torsional and bending loads separately. The gears are exposed only to the part of gas and inertia forces causing torque on the crank system. The other part of gas and inertia forces, causing bending, loads the cam sleeve (6) and in turn causes reaction of the main journals (3).
The crank system may be repeated along the main journals' axis, by plugging next cam sleeve into a second opening in the main journal (3), or as per Figure No.2:
Figure No.2 shows a crank system extended in a straight line for practical application.
The cam sleeve (6) maintains its position parallel to the main bearing axis by the action of main journals (3) and sets of conical gears. The cam sleeve has high rigidity for torsion because of its straight rod shape and reinforcement from conical gears.
Figure No.3 is a perspective cut view of the invention from Fig. l . The manner of maintaining zero play on the conical gears, crucial for pure sinus piston motion is visible.
The lubricant under pressure spreads cam ring (9) and circular cam (7) apart, pressing the conical planet gears (4) and (5) against two stationary conical gears (2).
Figure No.4 is an exploded perspective view of the invention as from Fig. l .
The double-sided one-piece in-line pistons, as opposite - boxer pistons ( 1 ) and ( 12), are connected rigidly together by means of center plane link ( 11 ). The center circular opening of the pistons fits on the circular cam ('7). The other boxer piston ( 10) is exactly the same and placed on the circular cam right (8). The circular cam (7) and (8) have to be positioned as here for a flat (in-line or boxer) engine. Changing the relative angular position of the circular cam (7) versus (8) will result in their reciprocal straight-line sinus motions in two different planes, tilted %2 of the relative angle between circular cams. Next cam sleeve may be added by plugging into the second opening in the rotary main journal (3), left or right, giving an alternative to straight-line extension from Figure No.'?.
Figure No.S is a perspective cut view of the system expanded past main bearings and relates to Figure No.2. Two boxer systems are interconnected in the middle by the same extended care sleeve (6). In the middle the rotary main journal (3) provides support far cam sleeve (6) against bending. It is a practical configuration for a 4-cylinder high-speed boxer engine. The circular cams (7) and (8) can also be placed opposite or at any angle to form X cylinder configuration.
Figure No.6 is a view of the invention from Figure No. l reduced to one-cylinder engine.
The circular cam (7) moves precisely along the cylinder the same way, as the piston ( 12), by virtue of the geometry and action of the gears. The system is very light and additional two counter-rotating balancing masses or shafts will achieve full balancing.
This system may be used for one-cylinder engines, much bigger than 650 cm', running at much higher speeds.
Wojciech G. Barski -9- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL, PISTON
MOTION
Figure No.7 shows a perspective cut view of one-cylinder engine from Figure No.6.
The compactness, lightness and strength of the invention are visible. 'The rim of the piston (12) needs only to house the sealing and oil rings. No skirt is needed, as there are no side forces pushing piston against the cylinder wall.
Figure No.8 is a perspective exploded view of one-cylinder engine from Figure No.6.
The cam sleeve (6), the circular cam (7) and the planet gear right (5) constitute one piece.
The interconnected planet gear left (4) and cam ring (9) may move along the axis of the cam sleeve, away from circular cam (7), under the pressure of lubricant, introduced between (7) and (9). 'Chis axial expansion stops, when the conical planet gears (4) and (S) will mesh without play with their respective conical internal gears (2). Thus the pure sinus motion of the center axis of the circular cam (7) is maintained.
Cylindrical end left ( 16) and cylindrical end right (17) of the cam sleeve (6) rotate without play in main journals (3), which also rotate in the crankcase. The internal gears (2) are stationary in the crankcase. The output torque is taken from one of the main journals ( 3 ).
Figure No.9 is a perspective cut view of the invention from Figure No. I
limited to two-cylinder boxer engine.
The lower piston ( I ), upper piston ( I2) and the center plane link ( I I ) consist one piece:
a double-sided piston of a boxer engine. The circular cam (7) is guided by the action of conical planet gears right (5) and left (4), meshed with two stationary conical internal gears (2). The gear ratio is 1:2. Hence the circular cam (7) moves along a straight line.
This direction is chosen as an axis for two cylinders placed on opposite sides of the system. The double-sided boxer piston ( 1 ) and ( 12), placed inside the cylinders, moves along with sinus motion, without exerting side force on the cylinder's walls.
The output torque may be taken from one of the rotary main journals (3).
Figure No. I O shows a perspective cut view of the invention modified for more compact form, if the diameter of the circular cam (7) does not need to be minimal.
The planet gear left (4) attaches itself to an offset cam disc ( 13), fitted into a cylindrical inner section of the circular cam (7). The planet gear (4) and the cam disc ( 13) may move axially without play, along the cylindrical end ( 16) of the cam sleeve (6), under the pressure of lubricant, introduced between (I3) and (7). This axial movement will eliminate the play between both sets of conical gears, to ensure pure sinus operation of the system. The item ( 1 ), ( 11 ) and ( 12) constitute one piece double-sided boxer piston.
Figure No. I 1 is a perspective cut view of the invention enabling small size of piston's center opening. A small diameter cylindrical cam plug (15), attached to planet gear (4), may be used to carry the torque and to produce axial force under the pressure of lubricant, introduced between ( I S) and (7). The functioning of the system remains the same.
Wojciech G. Barski -10- Toronto, November 06, 2002.
Canadian Patent Applicatian # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
Figure No.12 is a perspective view of the invention in form of V2 engine.
The circular cams (7) and (8) are offset around the axis of the cam sleeve (6), by an angle double that of V angle (between the cylinders, or pistons (12) and (l4)). A
180° offset between circular cams will correspond to 90° V 2 configuration and result in perfectly balanced V2 engine.
Fig. l3 is an exploded perspective view of the V2 engine as from Fig. l2.
The circular cams (7) and (8) plus the planet gear (5) are one piece with cam sleeve (6).
The circular cams here are offset 180°, so the pistons ( 12) and ( 14) have to be 90° apart.
The cylindrical ends (16) and (17) of the cam sleeve (6) fit rotary into the rotary main journals (3). The united cam ring (9) and planet gear (4) fit onto cylindrical end (16) and circular cam (7). The pressure of lubricant introduced between (7) and (9) spreads them axially, till the play between gears (2) and (4) and another pair (5) and (2) is zero. The gears with the 1:2 ratio control the rotation of the cam sleeve. As a result the circular cams move rectilinearly along the directions 90° apart, in the directions shown by the pistons (12) and (14).
Fig.14 is a perspective cut view of a compact V2 engine.
As presented on Figure No. 10, the torque between the cam sleeve (6) and the planet gear (4) is carried by circular cam (7) and the cam disc ( 13). The lubricant under pressure between (7) and ( 13) pushes them apart toward full engagement of planet gears (4) and (5) with their respective conical internal gears (2). Shown here is a 90° V2 crank system, but any V angle is possible.
Fig.15 shows a perspective cut view of a simplified crank system, for 2 cylinder boxer engine. The automatic elimination of play in gear meshing is lost here, as both conical gears (4) and (5) consist one piece with the cam sleeve (6).
The gear play control still may be achieved, if one of the internal gears (2) could move axially in the crankcase under the hydraulic pressure of the lubricant.
Claims (9)
1. Crank system assembly consisting of a cam sleeve with circular cams, each offset radially by a crankthrow, cylindrical ends of the said cam sleeve fitted rotary with the same crankthrow offset into main journals, with a cam ring embracing partially one of the said circular cams, with both cam ring and cam sleeve having one conical gear each at opposite ends of the cam sleeve, the said gears meshing with stationary internal conical gears having twice the amount of teeth each, with double-sided one-piece in-line pistons fitted on the circular cams through pistons' centre circular opening, with the hydraulic pressure, generated as a result of lubricants introduced between the said cam ring and the circular cam, applied between the said cam ring and the circular cam for the purpose to ensure the said meshing without any play, with the said pistons fitted into in-line opposite stationary cylinders, which axes are at 90°
angles to the main journals.
angles to the main journals.
2. Crank system assembly consisting of a cam sleeve with circular cams, each offset radially by a crankthrow, cylindrical ends of the said cam sleeve fitted rotary with the same offset into main journals, with a cam ring fitted offset partially in one of the said circular cams, with both cam ring and cam sleeve having one conical gear each at opposite ends of the cam sleeve, the said gears meshing with stationary internal conical gears having twice the amount of teeth each, with double-sided one-piece in-line pistons fitted on the circular cams through pistons' centre circular opening, with the hydraulic pressure, generated as a result of lubricants introduced between the said cam ring and the circular cam, applied between the said cam ring and the circular cam for the purpose to ensure the said meshing without any play, with the said pistons fitted into in-line opposite stationary cylinders, which axes are at 90° angles to the main journals.
3. A crank system assembly defined as in claims 1 or 2, where the conical gears are firmly attached to the cam sleeve and the cam ring is removed.
4. A crank system assembly defined as in anyone of claims 1 to 3, with piston or pistons one-sided.
5. A crank system assembly defined as in anyone of claims 1 to 4, with only one circular cam, one single or double-sided piston and two sets of conical gears.
6. A crank system assembly as in claim # 3, where one of the internal conical gears is allowed to move axially without rotation under the hydraulic pressure, generated by the lubricant introduced between the said conical internal gear and the crankcase, to ensure meshing of said conical gears without any play.
7. A crank system assembly defined as in anyone of claims 1 to 6, where the two sets of conical gears are of different sizes, but the gear ratio remains 1:2 for both sets of conical gears.
8. A crank system assembly defined as in anyone of claims 1 to 7, where the crank system is repeated along the main journals' axis, with straight extension of the cam sleeve or with angular distribution.
9. A crank system assembly defined as in claims 1 to 8, wherein the cylinders are arranged in a linear, V, cross or star configuration.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002326705A CA2326705C (en) | 2000-12-18 | 2000-12-18 | Crank system with sinusoidal piston motion |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002326705A CA2326705C (en) | 2000-12-18 | 2000-12-18 | Crank system with sinusoidal piston motion |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2326705A1 CA2326705A1 (en) | 2001-05-07 |
| CA2326705C true CA2326705C (en) | 2003-05-06 |
Family
ID=4167729
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002326705A Expired - Fee Related CA2326705C (en) | 2000-12-18 | 2000-12-18 | Crank system with sinusoidal piston motion |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2326705C (en) |
-
2000
- 2000-12-18 CA CA002326705A patent/CA2326705C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2326705A1 (en) | 2001-05-07 |
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| EEER | Examination request | ||
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