GB2135384A - Two stroke internal combustion engine - Google Patents

Abstract

Rollers 12 connect a reciprocating rod 5 to two pistons at its opposite ends which operate in respective cylinders each with combustion provided by direct fuel injection at one end and charge air pumping at the other end. The rollers 12 engage an endless groove 17 in a cam 14, 15 which is mounted for rotation in bearings 4. <IMAGE>

Description

SPECIFICATION Two stroke internal combustion, reciprocating, crankless engine I, Jozef Marczewski of Vancouver, British Columbia, Canada, Canadian citizen, do hereby declare: The nature of this invention is to be simple, robust, light and reliable structure. It also intends to improve some of the engine parts to be less in number, but simpler to manufacture and more effective.

The engine has symmetrical, cylindrically dominated attractive look, in one straight lined layout. Some elements are eliminated and some serve for multipurpose use. A very important feature is adoption of new principles to convert reciprocating motion into rotary one.

The engine is provided with standard equipment and accessories like fuel injectors, cylinder cooling, lubrication and others are adopted as they are in conventional use. All these and other features are particularly considered in the following description.

I. The Engine The internal combustion, two stroke horizontal engine is crankless with precompressed air induction and solid fuel injection.

This engine has two opposed pistons (1 a and 1 b) coupled together by a long, round connecting rod (3). The middle part (5) of this rod is detachable, enabling easy assembly. This arrangement (Fig. 3) converts linear motion into rotary motion. The three elements two pistons and the connecting rod, originate the main reciprocating unit and the engine operating power.

After the fuel firing expansion stroke starts in one cylinder, compression follows in the second cylinder, after the previous exhaust stroke is finished. This means that the burnt gases are discharged through the exhaust ports in the cylinder, and precompressed air is supplied through the induction valve (8).

Now the expression stroke ends in the first cylinder, so at this moment, simultaneously, fuel is injected and again in the second cylinder expansion is started. Activated by the common connecting rod (3), compression in the first cylinder follows. As well, other associated actions occur, as mentioned before. So from now on the engine is running normally. An engine of this design is very handy, with its reciprocating set of pistons and their operations at both ends.

Very high pressure at firing in one cylinder is simultaneously balanced to some degree by compression in the other cylinder and thus shock does not reach the mechanisms in operation directly. The opposing forces to the expansion after firing are the compression stroke, the arrangement for converting linear motion into rotary motion and others based on the natural engine friction and operating engine parts in action together with other equipment. Thus, acting force along the connecting rod is only the resultant force.

The set of the two pistons and the connecting rod is a very important part of the engine. It is the only engine generating power, acting in cooperation at both ends in the cylinders.

The connecting rod bears varying loads from gas pressure in both cylinders, highest at the start of the expansion stroke and changing in strength and direction of motion. Being comparatively long and heavy, it has a tendency for bending and vibration, so the connecting rod should be accurately balanced in regard to centre line and symmetrically finished. Its inertial loads should be added to loads in calculation strength and endurance.

At some intervals ball bushings should be mounted on right supports, to provide low friction and wear lasting linear reciprocating motion. Only two main ball bearings are needed. Mostly very simple elements are in use and only a few parts are precise and elaborate. The piston skirt should be long enough to cover exhaust ports, closed at the extreme position of the compression stroke.

Long open spaces at the ends of the cylinders should be used as precompressed pumps and cool air storage chambers. They have to be tightly closed by walls around both cylinders. Two automatic valves should be provided. One for entry of the cool suction air into the pump chamber, the second one for forcing compressed air out into ducts around for engine expansion stroke in the cylinders.

The cycle of operation of the air pump is as follows: On the compression stroke of the piston, air is drawn into the pumping space through the automatic valve in the wall, because of the atmospheric pressure drop in the pump chamber.

When the piston goes on the expansion stroke, compressed (to some extent) air is forced out of the chamber into compressed air ducts and used for the induction stroke in the cylinder when the entry valve opens. By this action the piston head and cylinder walls naturally will be cooled inside the precompression pump casing.

Burnt gases exhausted through the exhaust ports in the cylinders could be collected in a gas storage chamber and used for an air blower to blow air for cylinder scavenging or for other applications.

The feature of this design is the ability to use either a rotary motion or a reciprocating motion, depending on which one is more convenient to operate the mechanisms of the engine equipment and accessories. Rotary motion could be reached from the rotating hollow shaft end, while reciprocating motion could be taken from the open, free connecting rod. Timing of instruments and mechanisms for engine actions could be arranged from both sources. All instruments and mechanisms vital to the engine operation could be mounted on either side. They could be easily protected and clear covered for safety reasons of the servicing personnel and to prevent any damage to them.

The best way for starting the engine is a hand lever controlling the compression air for the starting valve. Adequate high pressure air piston pump and air storage receivers could be provided easily and located to be operated by reciprocated connecting rod with added cams, or by rotated cam shaft operated by shaft end.

Here are several advantages to this engine design. Some of the special features are accessibility for maintenance, symmetrical layout, attractive design and a logical and sensational total set up. All moving parts are balanced and there is practically no vibration.

Rotary Motion Entirely new principles are adapted to convert linear reciprocating motion of the piston rod into a rotary motion. These operations are performed employing basic cam rules with inverted action.

Cam follower will be an acting member, as a push-roller and exert steady, gentle pressure on the associated member, provided with cam-slots or grooves. Push rollers using these cams as tracks, penetrating into slots or grooves, apply gentle pressure and real rolling contact, forcing an associated element to turn. This element could be a disc with grooves, a cam sleeve with internal roller action, or a cylinder with outside slots and operating rollers. The most appropriate element is a rotary cam slotted sleeve to be pleasant in appearance and in line with the engine layout.

Complete arrangements for this unit (Fig. 3) are mounted at the middle part of the connecting rod (5), which is detachable at proper lengths at 6.

This detachable section is needed because separate elements must be manufactured and finished precisely and some sub-assembled in sets. The main element of this set is the rotary cam-sleeve (14), which is the only element requiring so much accuracy and pedantry to elaborate the slots in shape and twist, to finish them as cam tracks (17) for push-rollers (12).

Both faces of the cams must be very smoothly finished, accurately parallel to the travelling rollers, to produce the gentle and real rolling contact between slots cams and push rollers.

Cams are provided on the cylindrical wall of the sleeve.

The rotary cam-sleeve is made of a hard steel cylinder with thick walls, open at both ends, a little longer than a piston stroke. Slots (17) are cut longitudinally (Fig. 4), sloped and twisted to provide cam tracks (1 7) for push roller travel.

At a proper point of the detachable part of the connecting rod, a push roller set is rigidly mounted. A hub (13) and two vertical arms with rollers, one at the top and the second beneath the connecting rod (5), are strictly vertical to the rod and rigidly mounted to prevent any deviation in regard to their verticality and straight lining in motion.

When travelling, rollers (12) are acting as one set and running straight horizontally. They are also imparting some steady pressure, tangentially to the cam track and force the rotary cam sleeve to rotate around its centre line. In this way, reciprocating linear motion is converted into rotary motion. Both rollers work in cooperation to each other and travel on the cam tracks in the slots with constant speed. They force the sleeve to rotate with correspoding angular speed.

It was tentatively assumed that as two strokes of the piston joined with the connecting rod are travelling uniformly, the rotary sleeve will turn one revolution (360 ) also uniformly (similarly to the crank shaft). in this proportion the cam slots (17) must be cut by simultaneously drilling and pushing the working tools twisting along the sleeve length. After finishing the rotary sleeve (14), it should be housed inside another cylinder (15) together with other parts of the sleeve, for converting linear motion into rotary motion. This outside cylinder should be closed tightly by two circular side covers (1 6) with hollow shaft ends (7) in the centre.

Hollow shaft ends (7) are necessary to enable a penetration and moving of the detachable part of the piston rod (15) into the rotary cylinder space, when assembling, and to join this part (at 6) as one operating piston connecting rod unit (Fig. 1 and Fig. 3).

The shaft ends serve as the real main shaft, together with the rotary sleeve (14) and the outside cylinder (15) for power output transmission, so they are finished to be placed in ball bearings (4) on both sides and mounted independently on the engine frames. The rotary sleeve arrangement in the outer cylinder is totally enclosed by two circular covers (16) with openings for inspecting and assembling inside elements.

The openings have to be closed tightly to prevent penetration of impurities and dirt or other harmful materials.

Moreover, the inside elements of the whole rotary sleeve unit need lubrication. It could be done by pouring oil inside, to be spread and splashed around by a rotating sleeve unit satisfactorily. This cam sleeve arrangement must be carefully balanced to serve as a flywheel. Both shaft ends should be finished for transmission gears and for engine equipment drive. Other engine mechanisms could be operated by push rods or slides with cams. Conveniently, a dynamo may be attached here in order to provide electricity, always needed in any motor installation.

Rotary cam sleeve arrangement with both shaft ends (7) could be totally lifted by unscrewing ball bearing caps and disconnecting at 6 the detachable part of the connecting rod.

One set of push rollers should be enough to work for both cylinders in full operation, but if necessary it could be doubled or more. In this case the rotary sleeve should be extended to one stroke longer and the second set of rollers to be added at either end.

In line with slots of the first part, identical slots must be repeated on the sleeve extension to provide exactly this same roller operation as the first part of the rotary cam sleeve in action. In this case another part of the connecting rod will carry corresponding sets of push rollers to travel the distance in the other cam track slot and help to turn the cam sleeve correspondingly in cooperation.

Other proportions of piston strokes to angular turning of the cam sleeve could be considered.

For example: One revolution of the cam sleeve to four strokes could be successfully executed by design, because we are free to choose the diameter of the cam sleeve independently to the stroke or piston diameter dimensions. Figure 5 shows an arrangement in ratio of three cycles motion of piston rod strokes, to one revolution of the rotary cam sleeve and the whole cam sleeve arrangement. It means one stroke of the engine piston turns 600 of rotary cam sleeve.

Claims (12)

CLAIMS Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is: 1. The internal combustion, two stroke horizontal engine, crankless with precompressed air induction and solid fuel injection. Layout arrangement of the engine is along the centre line of two opposed pistons, coupled together by a long, round connecting rod, in one main reciprocating unit. 2. Cylinders on both ends are in cooperation to generate with the reciprocation unit all engine operating power. Expansion stroke in one cylinder forces air compression in the second cylinder Associated actions of the engine parts and mechanisms, keeping the engine running, perform in time of the expansion stroke all their activities including air compression in the second cylinder. At this moment, injected fuel fires and expansion stroke follows in the opposite direction. 3. All actions, without delay, are extended to cooperating members. Each stroke is a working stroke. There is no time for wasting or idling moves. Expansion stroke at one end of connecting rod exerts compression stroke in the other cylinder simultaneously so working strokes follow one after another continually. 4. Entirely new principles are adapted to convert linear reciprocating motion of the piston rod into a rotary motion. This action is performed by employing basic cam rules with inverted action. Moving push rollers exert a rolling pressure, travelling in cam slots. Reciprocating motion is necessary to change direction of travelling rollers in slots. The cam slots in the rotary sleeve are properly machined and finished for this purpose. 5. A set of two push rollers is rigidly mounted on the connecting rod, one roller is above and the second one below. They are permanently moving in both directions at one stroke length together with piston rod. Rollers motion path is exactly parallel to the piston rod, but sticking inside slots centre line and travelling straight lining, they force the rotary sleeve to turn correspondingly to the piston connecting rod speed. 6. Rotary cam sleeve is mounted within the larger outside cylinder and centered with piston rod. Cylinder covers have hollow shaft ends. These shaft ends are finished to be located in ball bearings and extended to place there transmission gears. Transmission gears also could be fixed to the cylinder covers. Ball bearings are mounted independently on the engine frame structure. In this way the whole rotary unit constitutes an independent arrangement and could serve as engine main shaft. When properly balanced this unit could serve as a flywheel. Outside cylinder protects also all elements of rotary motion where splashing lubrication is applied. The internal combustion two stroke horizontal crankless engine as claimed in claims 1 to 6 is illustrated in the accompanying drawings in which: Figure 1: Sketch and layout of general engine view Figure 2: Engine reciprocating unit Figure 3: Arrangement to convert reciprocating linear motion into rotary motion Figure 4: Cylindrical surface of the cam sleeve plain development Figure 5: Cylindrical surface development ratio six strokes to one revolution of the cam sleeve and zig zag traces of the cam slots Specification of engine elements: Numbers: 1 a and 1 b: Engine cylinders 2: Rotary cam sleeve unit 3: Piston connecting rod 4: Engine main ball bearings 5: Detachable section of connecting rod 6: Detachable section joint 7: Hollow shaft ends 8: Air induction valve 9: Engine frame structure 10: Engine bed plate 11: Push rod hub 12:Push roller 13: Hub with arms for push rollers 14: Rotary cam sleeve 15: Outside cylinder 16: Cylinder cover 17: Cam sleeve rolling track face 18: Piston rod supporting rollers New Claims or Amendments to Claims Filed on 28July1983 Superseded Claims 1 to 6 New or Amended Claims: Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is: The Internal Combustion Reciprocating Two Stroke Horizontal Engine, Crankless and Shaftless with a Rotary Motion Device. The nature of this invention is to be a simple, robust, light and reliable structure. It also intends to improve some of the engine parts to be less in number, but simpler to manufacture and more effective. Some elements are eliminated and some nerve for multipurpose use. This engine has to be crankless, shaftless and without heavily loaded bearings, with their complicated lubrication and difficult access for service and maintenance. The engine should also be void of a flywheel, counter weights and similar power wasting parts. With this invention the whole structure of the Internal Combustion Engine has been changed.

1. The layout of the engine is arranged along the horizontal centre line between two opposed double action pistons. These are coupled together by a long round connecting rod in one common reciprocating unit, symmetrically balanced to avoid any interference of the forces of inertia.

2. The cylinders on both ends, as claimed in Claim 1, work in cooperation with the reciprocating unit to generate all the engine's operating power. The expansion stroke in one cylinder forces air compression in the second cylinder. Associated actions of the engine parts and mechanisms keeping the engine running perform all their activities, including air compression in the second cylinder, during the expansion stroke. Thus it is a self sufficient engine.

3. At the moment when the injected fuel fires, the expansion stroke changes into the opposite direction. All associated actions, without delay, as claimed in Claim 2, are extended to the cooperating members. Each stroke is a working stroke. There is no time for wasting or idling moves. The expansion stroke at one end of the connecting rod causes the compression stroke in the other cylinder simultaneously, so the working strokes follow one after another continually.

4. After firing, the very high pressure in the cylinder, as claimed in Claim 3, is balanced instantly by the compression in the other cylinder and by the rotary unit's acting performance. These actions together with other opposing forces along the connecting rod, assure that the explosive shock is localized and balanced thus lessening vibrations.

5. Entirely new principles are adapted to convert linear reciprocating motion of the piston rod into a rotary motion. This action is performed by employing basic cam rules with inverted action. Moving push rollers exert a rolling gentle contact pressure, travelling within the camslots.

Reciprocating motion is necessary to change direction of the travelling rollers within the cam slots. The cam slots in the rotary sleeve are properly machined and finished for this purpose.

6. The most inventive element of the arrangement to convert linear reciprocating motion of the piston rod into a rotary motion is the cam-slotted rotary sleeve, explained in Claim 5. An equally important feature is the invention of the zig-zag slotted cam line as a roller track. All together this invention enables a continual and steady travel of pushrollers uninterruptedly within the cam slots, to encircle the periphery of the rotary cam sleeve.Slots are cut longitudinally in the rotary sleeve, sloped and twisted with their faces smoothly finished, accurately parallel to the travelling rollers, to be adjusted properly to create the gentle and real rolling contact between the slotted cams and the push rollers.

7. Each section of the slotted zig-zag line, according to Claim 6, is turning some constant angular degrees in relation to one revolution (3600) of the rotary cam slotted sleeve, to respond one piston stroke motion. This turning of the rotary sleeve is step by step, slow in relation to the piston motion in the cylinder.

8. The Internal Combustion Engine, provided with a set of push rollers, as claimed in Claim 7, with a hub and arms, is rigidly mounted on the adjustable portion of the connecting rod. The path of the roller's motion is exactly parallel to the piston rod, rolling within slots, along their centre line and travelling along this straight line, they force the rotary cam sleeve to turn correspondingly to the piston connecting rod motion and the slots' shape.

9. The rotary cam sleeve, as mentioned in Claim 8, is mounted within the larger outside cylinder and centered with the piston rod. The cylinder covers have hollow shaft ends in the middle. These shafts ends are finished to be located in ball bearings and extended to place transmission gears there. Ball bearings are mounted independently on the engine frame structure. In this way the whole rotary unit constitutes an independent arrangement and could serve as the engine's hollow main shaft.

When properly balanced this unit could also serve as a flywheel. The outside cylinder protects all the elements of the rotary motion mechanisms, where splashing lubrication is applied.

10. The enclosed path of the zig-zag cam slotted line, as claimed in Claim 5, enables the push rollers to travel encircling it continually and the engine to run smoothly and steadily. At the same moment after the firing the expansion stroke, the connecting rod changes its movement in the opposite direction and simultaneously the push rollers at the peaks of their zig-zag tracks, change their travelling direction. In this way the rotary sleeve revolves uniformly with a constant speed. No reflexes are felt of these directional changes on the steady engine running speed, because there are actually no stops in the motion, but only rapid changes.

11. Employing the rotary cam sleeve unit, as claimed in Claims 6 and 10 offers an important and very desirable feature of runniung the cylinder piston strokes at high speeds and keeping the rotary motion gradually at lower speeds. Each stroke corresponds to some angular travel of the push rollers one section of the zig-zag line.

Several piston strokes are necessary to turn the rotary cam sleeve unit one revolution (3600) so it is a natural speed reduction between the engine speeds and the shaft end output speed. The high speed engines are more economical, lighter and more effective. Working machines are rather slow running or moderate speed machines. Thus it is advantageous to have the natural speed reduction in hand.

12. The Rotary Device, according to Claims 8 and 9, has the ability to be adapted to fit more sets of push rollers to participate in cooperation, to rotate the cam sleeve. For the proportion of 600 turn for each piston stroke, a set of three push rollers could be employed with arms spaced as 1200. Accordingly zigzag cam sleeve tracks must be accurately finished. Similarly at a ratio of 450 per one piston stroke of the engine, a four arm hub set with push rollers could be used. One push roller would be vertically above, one below, and one on each side horizontally, all spaced at 900 and working in accurate cooperation.

Properly made zig-zag cam sleeve tracks must be also precisely elaborated. The rotary sleeve device could be arranged with any motor having reciprocating motion, to be changed into rotary motion.

The internal combustion two stroke horizontal crankless engine as claimed in Claims 1 to 12 is illustrated in the accompanying diagrammatic drawings in which: Figure 1: Sketch and layout of general engine view Figure 2: Engine reciprocating unit Figure 3: Arrangement to convert reciprocating linear motion into rotary motion Figure 3a: Sectional view of the rotary motion unit Figure 5: Cylindrical surface plain development ratio six strokes to one revolution of the cam sleeve and zig-zag traces of the cam slots.

Specification of the engine elements: Numbers: 1 a and 1 b: Engine cylinders 2: Rotary cam sleeve unit (Fig. 1 and 3) 3: Piston connecting rod 4: Engine main ball bearings 5: Detachable section of connecting rod 6: Detachable section joint 7: Hollow shaft ends 8: Air induction valve 9: Engine frame structure 10: Engine bed plate 1 1 a and llb: Pistons 12: Push rollers 13: Hub with arms for push rollers 14: Rotary cam sleeve 15: Outside cylinder 16: Cylinder covers 17: Cam sleeve rolling track faces 18: Piston rod supporting rollers