JP2001516837A - Variable compression piston assembly - Google Patents

Abstract

(57) Abstract: A variable compression piston assembly (300) is connected to a plurality of pistons, for example, double-ended pistons (330, 332), a conversion arm (310), and a rotation axis of a rotating member (322). Along with a rotating member, such as a flywheel (322) or a zero-stroke pivot member, configured to move with respect to the transducing arm (310). Movement of the rotating member (322) relative to the transducing arm (310) changes the compression ratio of the piston assembly (330, 332). The conversion arm (310) is connected to the respective double-ended piston (330, 332) at substantially the center of the respective double-ended piston (330, 332). The movement of the rotating member (322) with respect to the conversion arm (310) changes the compression ratio and displacement of each of the pistons (330, 332) at both ends.

Description

DETAILED DESCRIPTION OF THE INVENTION

TECHNICAL FIELD [0001] The present invention relates to a variable compression piston assembly and an engine having a double ended piston coupled to a universal joint for converting linear motion of the piston into rotary motion.

BACKGROUND OF THE INVENTION Most piston driven engines have a piston mounted on an offset portion of the crankshaft such that the crankshaft rotates as the piston is moved in a reciprocating direction that intersects the axis of the crankshaft. .

[0003] US Pat. No. 5,535,709 defines an engine having a double ended piston mounted on a crankshaft having an offset portion. A lever mounted between the piston and the crankshaft is constrained within a fulcrum adjuster to impart rotational movement to the crankshaft. U.S. Pat. No. 4,011,842 defines a four-cylinder engine that uses two double-ended pistons connected to a T-shaped T-connector that rotates a crankshaft. The T-shaped connecting members are attached to the pistons at both ends in each T cross arm. The centrally located point on the T-cross arm is rotatably mounted relative to a fixed point, and the bottom of T is rotatably mounted on a crank pin connected to the crankshaft by a crank throw including a counterweight. In each of the embodiments described above, a double-ended piston that drives a crankshaft having an axis that intersects the axis of the piston is used.

SUMMARY OF THE INVENTION In accordance with the present invention, a variable compression piston assembly includes a plurality of pistons, a conversion arm connected to each piston, and a drive member for the conversion arm, and is connected to an axis of the drive member. And a rotating member configured to make a sliding motion along. Movement of the rotating member relative to the drive member changes the compression ratio of the piston assembly.

[0005] Embodiments of the present invention have one or more of the following features. The piston is a double-ended piston (double-ended piston). A transducing arm is connected to each end piston at approximately the center of each piston. The movement of the rotating member with respect to the conversion arm changes the compression ratio and displacement of each end piston.

[0006] The piston assembly has two pistons, and the axis of rotation of the rotating member and the axis of the two pistons are on a common plane. The rotating member is a flywheel. Actuation of the control rod operably couples the control rod to the flywheel such that linear movement of the flywheel relative to the transducing arm is provided.

In one illustrated embodiment, the rotating member is configured to be positioned in a zero stroke position where rotation of the rotating member occurs without corresponding movement of the piston. The rotating member includes a pivot member pivotally attached to the control member. Activating the control member causes the pivot member to move, resulting in a change in the compression ratio. The pistons can be arranged such that the axes of the pistons are parallel, or the pistons can be arranged such that the axes of the pistons are not parallel.

[0008] A drive pin connects the conversion arm to the piston. The drive member extends into an opening in the rotatable member adjacent the periphery of the rotatable member. The drive member extends into a pivot pin provided in the rotatable member. A main drive shaft is connected to the rotatable member. The axis of the drive shaft is parallel to the axis of each piston. A universal joint connects the conversion arm to the support. At least one of the plurality of pistons has an output pump piston for driving the pump.

In another aspect of the present invention, a method of changing a compression ratio of a piston assembly includes a plurality of pistons, a conversion arm connected to each of the pistons, and a drive member connected to a drive member of the conversion arm. And a rotating member configured to perform a sliding motion with respect to the axis of the rotating member. The rotatable member is moved relative to the drive member to change the compression ratio of the piston assembly.

In another aspect of the invention, a method of increasing the efficiency of a piston assembly includes a plurality of double ended pistons, a conversion arm connected to each double ended piston at approximately the center of each double ended piston, and a conversion arm. A rotating member coupled to the driving member of the arm and configured to make a sliding motion with respect to the driving member. The rotating member is moved relative to the drive member to change the compression ratio and displacement of the double ended piston assembly.

FIG. 1 is a pictorial depiction of a four-piston engine 10 of the present invention. The engine 10 has two cylinders 11 (FIG. 3) and 12. Each cylinder 11 and 12 accommodates a piston at both ends. Each double-ended piston is connected to a conversion arm connected to a flywheel 15 by a shaft 14. The conversion arm 13 has a shaft 18 that allows the conversion arm 13 to move up and down and a shaft 1 that allows the conversion arm 13 to move from side to side.
And 7 is connected to the support 19 by a universal joint mechanism including: FIG. 1 shows the flywheel 15 when the shaft 14 is located at the vertex of the wheel 15.

FIG. 2 shows the engine 10 when the flywheel 15 is rotating and the shaft 14 is at the bottom of the flywheel 15. The translation arm 13 pivots downward about an axis 18.

FIGS. 3-6 are top views of the pictorial depiction, showing the translation arm 13 and axis in four positions moving the flywheel 15 in 90 degree increments. FIG. 3 shows the flywheel 15 with the axis 14 in the position shown in FIG. 3a. When the piston 1 ignites and moves toward the center of the cylinder 11, the conversion arm 13 pivots about the universal joint 16 and rotates the flywheel 15 to the position shown in FIG. The shaft 14 is in the position shown in FIG. 4a. When the piston 4 is ignited, the conversion arm 13 moves to the position shown in FIG. Flywheel 15 and shaft 14 are in the position shown in FIG. 5a. Next, the piston 2 ignites and the conversion arm 13
Moves to the position shown in FIG. Flywheel 15 and shaft 14 are in the position shown in FIG. 6a. When the piston 3 is ignited, the conversion arm 13 and the flywheel 15 return to their original positions shown in FIGS. 3 and 3a. If the piston ignites, the transducing arm will be moved back and forth with the movement of the piston. Because the conversion arm 13 is connected to the universal joint 16 and to the flywheel 15 via the shaft 14, the flywheel 15 rotates and converts the linear motion of the piston into a rotary motion.

FIG. 7 shows a top view of an embodiment of a four double piston eight cylinder engine 30 according to the present invention (in the form of a partial cross section). In practice, there are only four cylinders, but since each cylinder has a piston at both ends, the engine is equivalent to an eight cylinder engine. Two cylinders 31 and 46 are shown. The cylinder 31 has pistons 32, 33 at both ends with piston rings 32a and 33a, respectively. The pistons 32, 33 are connected to the conversion arm 60 (FIG. 8) by a piston arm 54a extending into an opening 55a in the piston 32, 33 and a sleeve bearing 55. Similarly, the pistons 47 and 49 in the cylinder 46 are connected to the conversion arm 60 by the piston arm 54b.

Each end in the cylinder 31 has an intake and exhaust valve controlled by a rocker arm and a spark plug. The piston end 32 is connected to the rocker arms 35a and 3a.
5b and a spark plug 44, and the piston end 33 is connected to the rocker arm 3
4 a and 34 b and a spark plug 41. Each piston has its own set of valves, rocker arms and spark plugs. The ignition of the spark plug and the timing of opening and closing the intake and exhaust valves are controlled by a timing belt 51 connected to the pulley 50a. The pulley 50a has a flywheel 69
Is attached to a gear 64 via a shaft 63 (FIG. 8) rotated by an output shaft 53 urged by the motor. The belt 50a also rotates a pulley 50b connected to the distributor 38 and the gear 39. Gear 39 also causes gear 40 to rotate. The gears 39 and 40 are mounted on a camshaft 75 (FIG. 8).
Actuates sequentially the push rods attached to the rocker arms 34, 35 and another rocker arm (not shown). As shown, the exhaust manifolds 48, 56 have cylinders 46, 3 respectively.
Attach to 1. Each exhaust manifold is attached to four exhaust ports.

FIG. 8 is a side view of engine 30 with one side removed along section 8-8 of FIG. The translator arm 60 is mounted on a support 70 by pins 72 that allow the translator arm to move up and down (as seen in FIG. 8) and pins 71 that allow the translator arm to move from side to side. The translator arm 60 can move up and down while moving from side to side, so the shaft 61 can drive the flywheel 69 into a circular trajectory. Four connecting piston arms (piston arm 54b shown in FIG. 8)
And 54d) are driven by four end pistons in a rocking motion around pin 71. The end of the shaft 61 in the flywheel 69 causes the transducing arm to move up and down as the connecting arm moves back and forth. The flywheel 69 has gear teeth 69a around one side which are used to rotate the flywheel with a starter motor 100 (FIG. 11) to start the engine.

The rotation of the flywheel 69 and the drive shaft 68 connected to the flywheel 69 causes the gear 65 to rotate, which in turn causes the gears 64 and 66 to rotate. The gear 64 is attached to a shaft 63 that rotates the pulley 50a. The pulley 50a is attached to the belt 51. The belt 51 rotates the pulley 50b and the gears 39 and 40 (FIG. 7). The cam shaft 75 has cams 88-91 at one end and cams 84-87 at the other end. The cams 88 and 90 are respectively provided with push rods 76 and 7
7 is operated. The cams 89 and 91 operate push rods 93 and 94, respectively. The cams 84 and 86 operate push rods 95 and 96, respectively, and the cams 85 and 87 operate push rods 78 and 79, respectively. Push rods 77, 76, 93, 94, 95, 96 and 78, 79 are for opening and closing intake and exhaust valves of a cylinder above the piston. The left side (partially cut away) of the engine has the same, but opposite valve drive mechanism. A gear 66 rotated by a gear 65 on a drive shaft 68 rotates a pump 67, which may be, for example, a water pump used in an engine cooling system (not shown), or an oil pump. It may be a pump.

FIG. 9 is a rear view of the engine 30 and shows the relative positions of the cylinder and the pistons at both ends. Pistons 32, 33 are shown in broken lines with valves 35c and 35d, respectively, located below lifter arms 35a and 35b. The belt 51 and the pulley 50b are shown below the distributor 38. The conversion arm 60 and two of the four piston arms 54a, 54b, 54c and 54d, 54c and 5
4d are pistons 32-33, 32a-33a, 47-49 and 47a-49.
a.

FIG. 10 is a side view of the engine 30, showing the exhaust manifold 56, the intake manifold 56a, and the carburetor 56c. Pulley 50a having timing belt 51
And 50b are similarly shown.

FIG. 11 is a front end view of the engine 30, showing a double-ended piston 32-33, 32 a-33 a, 47-49 having four piston arms 54 a, 54 b, 54 c and 54 d located in the cylinder and piston. And the relative positions to 47a-49a. The pump 67 is shown below the shaft 53, and the pulley 50a and the timing belt 51 are shown above the engine 30. The starter 100 is shown with the gear 101 engaging the gear teeth 69a on the flywheel 69.

A feature of the present invention is that the compression ratio for the engine can be changed during operation of the engine. The end of the arm 61 attached to the flywheel 69 moves circularly at the point where the arm 61 enters the flywheel 69. Referring to FIG. 13, the end of the arm 61 is inside the sleeve bearing / spherical bush assembly 81. The stroke of the piston is controlled by the arm 61. The arm 61 forms an angle of about 15 degrees with the axis 53, for example. By moving the flywheel 69 right or left on the axis 53, the angle of the arm 61 can be changed, as seen in FIG. 13, changing the stroke of the piston and changing the compression ratio. The position of flywheel 69 is changed by turning nut 104 with respect to screw 105. The nut 104 is keyed to the shaft 53 by a thrust bearing 106a held in position by a ring 106b. In the position shown in FIG. 12, the flywheel 69 has been moved to the right and the piston stroke has been extended.

FIG. 12 shows the flywheel moved to the right, increasing the piston stroke to provide a higher compression ratio. The nut 105 has been screwed to the right, moving the shaft 53 and the flywheel 69 to the right. The arm 61 extends further into the bush assembly 80 and exits from behind the flywheel 69.

FIG. 13 shows the flywheel moved to the left. The piston stroke is reduced to provide a lower compression ratio. The nut 105 has been twisted to the left, moving the shaft 53 and flywheel 69 to the left. The extension of the arm 61 into the bush assembly 80 is small.

The piston arm on the conversion arm is inserted into a sleeve bearing in the bush of the piston. FIG. 14 shows a double piston 11 having a piston ring 111 at one end of the double piston and a piston ring 112 at the other end of the piston.
Indicates 0. A slot 113 is on the side of the piston. The position of the sleeve bearing is 11
4.

FIG. 15 shows that the bush 115 is inserted through the slot 116 into the piston 110.
Shown is a piston arm 116 that extends into a sleeve bearing 117 therein. Piston arm 116 is shown in a second position at 116a. The two piston arms 116 and 116a indicate the limits of movement of the piston arm 116 during operation of the engine.

FIG. 16 shows the piston arm 116 in the sleeve bearing 117. The sleeve bearing 117 is in the pivot pin 115. The piston arm 116 is a sleeve bearing 1
17, the assembly of the piston arm 116, the sleeve bearing 117 and the pivot pin 115 and the sleeve bearings 118 a and 118 b rotate in the piston 110, and the piston arm 116 is
7, it can move axially with respect to the axis 7 and allows for the linear movement of the pistons at both ends and the movement of the transducing arm on which the piston arm 116 is mounted.

FIG. 17 shows how the four-cylinder engine 10 in FIG. 1 can be arranged as an air motor using a four-way rotary valve on the output shaft 122. Each cylinder 1, 2
, 3, 4 are connected to the rotary valve 123 by hoses 131, 132, 133, 144, respectively. The air intake 124 is used to supply air for operating the engine 120. Air is supplied sequentially to each of the pistons 1a, 2a, 3a, 4a to move the piston back and forth in the cylinder. The air is discharged from the cylinder to the external exhaust port 136. The translation arm 126 attached to the piston with the connecting pins 127 and 128 moves as described with reference to FIGS. 1-6 to rotate the flywheel 129 and the output shaft 22.

FIG. 18 is a cross-sectional view of the rotary valve 123 in a position where pressurized air or gas is supplied to the cylinder 1 through the intake port 124, the annular passage 125, the passage 126, the passage 130, and the air hose 131. It is. The rotary valve 123 includes a plurality of passages inside the housing 123 and the output shaft 122. Pressurized air entering cylinder 1 moves pistons 1a, 3a to the right (as seen in FIG. 18). Exhaust air is forced out of cylinder 3 through line 133 into chamber 134 and exits through passage 135 through external exhaust port 136. 18a, 18b and 18c are cross-sectional views of the valve 23 showing the air passages of the valve in three positions along the valve 23 when positioned as shown in FIG.

FIG. 19 shows the rotary valve 123 rotated by 180 degrees when pressurized air is added to the cylinder 3 and the direction of the pistons 1a, 3a is reversed. The pressurized air is supplied to the intake port 124, and is supplied to the cylinder 3 through the annular chamber 125, the passage 126, the chamber 134, and the air line 133. Thereby, the air in the cylinder 1 is discharged through the line 131, the chamber 130, the line 135, the annular chamber 137, and the external exhaust port 136 in order. When the pistons 1a and 3a have completed their leftward strokes, the shaft 122 has rotated 360 degrees counterclockwise.

[0030] Only the pistons 1a, 3a have been shown to illustrate the operation of the engine and valve 123 with respect to piston operation. The operation of the pistons 2a, 4a is as follows, except that its 360-degree cycle starts at 90 degrees around the axis, reverses at 270 degrees, and completes the cycle back at 90 degrees. Functionally the same. The output stroke occurs every time the motor rotates 90 degrees. 19a, 19b and 19c are cross-sectional views of the valve 123, showing the air passages of the valve at three positions along the valve 123 when positioned as shown in FIG.

The operation principle of operating the air engine of FIG. 17 can be reversed, and FIG.
The engine 120 can be used as an air or gas compressor or pump. By applying a rotational force to the shaft 122 to rotate the engine 10 clockwise, the exhaust 136 draws air into the cylinder and the port 124 can be used, for example, to drive an air tool. Or supply air which can also be stored in an air tank.

In the above embodiment, the cylinders have been illustrated as being parallel to each other. However, the cylinders need not be parallel. FIG. 20 shows an embodiment similar to the embodiment of FIGS. 1-6 with cylinders 150 and 151 not parallel to each other. The universal joint 160 allows the piston arms 152 and 153 to be at an angle other than 90 degrees with respect to the drive arm 154. Even when the cylinders are not parallel to each other, the engines are functionally identical.

Still another modified example can be realized for the engine 10 shown in FIGS.
This embodiment is shown pictorially in FIG. 21, but may have a single-ended piston. The pistons 1a and 2a are connected to the universal joint 170 by drive arms 171 and 172.
And to a flywheel 173 by a drive arm 174. The basic difference is the number of strokes between the pistons 1a and 2a for rotating the flywheel 173 by 360 degrees.

Referring to FIG. 22, a two-cylinder piston assembly 300 has cylinders 302 and 304, each of which houses variable-stroke double-ended pistons 306 and 308. Piston assembly 300 provides the same number of power strokes per revolution as a conventional four cylinder engine. Each of both end pistons 306 and 308 has a drive pin 312
, 314 to the conversion arm 310. The conversion arm 310 is attached to the support 316 by, for example, a universal joint 318 (U-joint), a constant speed joint, or a spherical bearing. Drive arm 320 extending from conversion arm 310
Is connected to a rotatable member, for example, a flywheel 322.

The conversion arm 310 converts the linear movement of the pistons 306 and 308 into the flywheel 32.
2 to the rotational movement. The axis A of the flywheel 322 is the piston 306, 3
08 are parallel to the axes B and C (as shown in FIG.
Can be off-axis), but with axial or cylindrical engines,
Form a pump or compressor. U-joint 318 is centered about axis A. As shown in FIG. 28a, pistons 306, 308 are 180 degrees apart with respect to axes A, B, and C, which are located along a common plane D to form a horizontal piston assembly.

Referring to FIGS. 22 and 23, each of the cylinders 302 and 304 has a right cylinder half 301 a and a left cylinder half 301 b attached to an assembly case structure 303.
Having. Each of the two end pistons 306, 308 has a central joint 334, 33
Two pistons 330 and 332, 330a and 3 connected by 4a
32a. Although the pistons are shown as having equal lengths, other lengths are within the contemplation of the present invention. For example, the joint 334 is the piston 3
30 can be off-center so that it is longer than piston 332. As the piston ignites 330a, 332, 330, 332a from the position shown in FIG. 22, flywheel 322 is rotated in a clockwise direction, as seen in the direction of arrow 333. Piston assembly 300 is a four-stroke cycle engine, for example, with each piston firing once every two revolutions of flywheel 322.

As the pistons move back and forth, the drive pins 312 and 314 move to their common axis E
Can rotate freely (arrow 305) around the axis E because the radial distance of the piston to the center line B changes with the deflection angle α (about ± 15 degrees) of the conversion arm 310.
Must be free to slide along (arrow 307) and be able to pivot freely about center F (arrow 309). The joint 334 is configured to provide this freedom of movement.

The coupling 334 has a slot 340 (FIG. 23 a) for receiving the drive pin 312.
) And a hole 3 perpendicular to the slot 340 containing the sleeve bearing 338
36. The cylinder 341 is positioned in the sleeve bearing 338 so that it can rotate inside the sleeve bearing. Sleeve bearing 338 is shaped like slot 340 and defines a side groove 342 aligned with slot 340. The cylinder 341 forms a through hole 344. Drive pin 312 is received in groove 342 and hole 344. An additional sleeve bearing 346 is provided in the through hole 344 of the cylinder 341. The combination of slots 340 and 342 and sleeve bearing 338 allows drive pin 312 to move along arrow 309. Sleeve bearing 34
6 allows the drive pin 312 to rotate about its axis E and slide along its axis E.

If the two cylinders of the piston assembly are spaced apart by more than 180 degrees, or if more than two cylinders are used, as explained below:
As the figure 8 moves, the arrow 3 of the cylinder 341 inside the sleeve bearing 338
Allow for the additional freedom of movement required to allow movement along the direction of 50 to avoid piston constraint. Slot 340 must be dimensioned to have sufficient clearance to allow figure eight movement of the pin.

Referring to FIGS. 24 and 24a, the U-joint 318 defines a center pivot 352 (the axis E of the drive pin passes through the center 352) and has a vertical pin 354 and a horizontal pin 356. Translator arm 310 is pivotable about pin 354 along arrow 358 and about pin 356 along arrow 360.

Referring to FIGS. 25, 25a and 25b, the drive arm 320 is used as an alternative to a spherical bearing to couple the conversion arm 310 to the flywheel 322.
Is the center of the flywheel 372 by the amount needed to create the desired deflection angle α (FIG. 22) in the transducing arm, for example, 2.125 inches (53.975 mm).
And is received in a cylindrical pivot pin 370 mounted radially offset from the flywheel.

The pivot pin 370 has a through hole 374 for receiving the drive arm 320. Hole 374 has a sleeve bearing 376 that provides a bearing surface for drive arm 320. The pivot pin 370 is provided with a sleeve bearing 378, 38, respectively.
0 have cylindrical extensions 378 and 380 positioned inside. The flywheel is moved axially along the drive arm 320, changing the deflection angle α,
Thus, changing the compression ratio of the piston assembly, as described further below,
The pivot pin 370 keeps the drive arm 320 aligned and the sleeve bearing 38
2,384. The torsional force is transmitted by thrust bearings 388, 390 to one or other thrust bearings that are loaded along arrow 386 depending on the direction of flywheel rotation.

Referring to FIG. 26, the axial position of flywheel 322 along axis A is changed by rotating shaft 400 to change the compression and displacement of piston assembly 300. A sprocket 410 is mounted on shaft 400 and rotates with shaft 400. The second sprocket 412 is a roller chain 413
To the sprocket 410. Sprocket 412 is mounted on a threaded and rotating barrel 414. Screw 416 of barrel 414 abuts screw 418 of fixed outer barrel 420. Arrow 400 on axis 400
, And thus by rotating the sprockets 410 and 412, the barrel 414 is rotated. Since the outer barrel 420 is fixed, the rotation of the barrel 414 causes the barrel 414 to move along the axis A of the arrow 403.
Move linearly along. Barrel 414 is positioned between collar 422 and gear 424, and both collar 422 and gear 424 are fixed to main drive shaft 408. The drive shaft is fixed to the flywheel 322. Thus, as barrel 414 moves along axis A, it translates into linear motion of flywheel 322 along axis A. This results in the sliding of the drive arm 320 of the transducing arm 310 along the axis H within the flywheel 322, changing the angle β and thus changing the piston stroke. Thrust bearings 430 are provided at both ends of barrel 414, and sleeve bearings 432 are provided between barrel 414 and shaft 408.

To maintain the alignment of the sprockets 410 and 412, the shaft 400
The thread is made at 2 and is received in the threaded hole 404 of the crossbar 406 of the assembly case structure 303. The ratio of the number of teeth of the sprocket 412 to the sprocket 410 is, for example, 4: 1. Therefore, to rotate the barrel 414 once, the shaft 400 must be rotated four times. To maintain alignment, the threaded region 402 may have four times as many screws as the barrel screw 416 has per 25.4 mm (1 inch), for example, the threaded region 402 may be 25.4 mm.
It has 32 threads per inch (1 inch) and the barrel screw 416 has 25.4 mm (1 inch).
Must have screws with 8 threads per inch).

As the flywheel moves to the right, as can be seen in FIG. 26, the stroke of the piston increases, and thus the compression ratio increases. Moving the flywheel to the left decreases the stroke and compression ratio. A further advantage of the change in stroke is that the displacement varies with each piston, and therefore the displacement of the engine. The horsepower of an internal combustion engine is closely related to the engine displacement. For example, in a two cylinder horizontal engine, the compression ratio is from 6: 1 to 12: 1.
, The displacement increases by about 20%. This yields about 20% extra horsepower solely due to increased displacement. The increase in compression ratio also increases at about 5% horsepower per point, or about 25% horsepower. If the horsepower were kept constant and the compression ratio was increased from 6: 1 to 12: 1, one should see a reduction in fuel consumption of about 25%.

The flywheel is strong enough to withstand the large centrifugal forces seen when the assembly 300 is functioning as an engine. The position of the flywheel, and thus the compression ratio of the piston assembly, can be changed while the piston assembly is in operation.

The piston assembly 300 has a pressure lubrication system. Pressure is provided by an engine driven positive displacement pump (not shown) having a pressure relief valve to prevent overpressure. Bearings 430 and 432 of drive shaft 408 and flywheel 3
The interface of drive arm 320 with respect to 22 is lubricated via port 433 (FIG. 26).

Referring to FIG. 27, U-joint 318, piston pin joints 306, 308
Oil under pressure from the pump is carried to the upper and lower ends of the vertical pivot pin 354 through a fixed U-joint bracket to lubricate the cylinder wall.
Oil ports 450, 452 each follow a vertical pin to an opening 454, 456 in the conversion arm. As shown in FIG. 27A, pins 312 and 31
4 each constitute a through hole 458. Each through hole 458 has an opening 4
54, 456 in fluid communication with a respective one of them. As shown in FIG. 23, holes 460, 462 in each pin lead through slots 461 and ports 463 to sleeve chambers 338 to chambers 465 in each piston. A number of oil lines 464 exit out of these chambers and are connected to the respective piston skirts 466 to provide lubrication to the cylinder walls and piston rings 467. Also, an orifice extends from chamber 465 to inject oil directly onto the interior of the upper portion of each piston.

Referring to FIGS. 28-28c, the assembly 300 is shown as being arranged as an aircraft engine 300a, the ignition of the engine comprising two magnets for igniting a piston spark plug (not shown). It has a generator (magneto) 600. The magnet generator 600 and the starter 602 each include a drive gear 604 disposed on a lower shaft 608 mounted parallel and below the main drive shaft 408,
606 (FIG. 28c). Shaft 608 extends the entire length of the engine and is driven by gear 424 (FIG. 26) on drive shaft 408 and meshes with drive shaft 408 in a one-to-one ratio. In conjunction with the magnet generators, the speed of those generators is reduced to half the speed of shaft 608. Starter 602 is engaged to provide sufficient torque to start the engine.

The cam shaft 610 moves the piston push rod 612 via the lifter 613. The camshaft 610 is geared down two-to-one via bevel gears 614, 616 that are similarly driven from shaft 608. The center 617 of the gears 614, 616 is preferably aligned with the center 352 of the U-joint so that the camshaft is centered in the piston cylinder, although other arrangements may be used. One carburetor 620 is located at the lower center of the engine with four conduits 622 leading to four cylinder intake valves (not shown). A cylinder exhaust valve (not shown) exhausts into two connecting pipes 624. Engine 300a has a length L of, for example, about 40 inches (1016 mm), a width W of about 21 inches (about 533.4 mm), and a width W of, for example, about 50 inches (508 mm).
Inches) (excluding the support 303).

Referring to FIGS. 29 and 29a, a variable compression compressor or pump having zero stroke capability is illustrated. Here, the flywheel 322
Is replaced by the rotating assembly 500. The assembly 500 has a hollow shaft 502 and a pivot arm 504 pivotally connected to a hub 508 of the shaft 502 by a pin 506. Hub 508 defines hole 510 and pivot arm 504 defines hole 512 for receiving pin 506. A control rod 514 is located within shaft 502. The control rod 514 is pivotally connected by a pin 518 to a remaining portion of the rod 514 by a link 516.
Having. Rod 514 defines hole 511 and link 516 defines hole 513 for receiving pin 518. The control rod 514 is supported by two sleeve bearings 520 for movement along its axis Z. The link 516 and the pivot arm 514 are connected by a pin 522. Link 516 is hole 5
23 and the pivot arm 514 defines a hole 524 for receiving the pin 522.

The cylindrical pivot pin 370 of FIG. 25 that receives the drive arm 320 is positioned within the pivot arm. Pivot arm 504 is cylindrical extension 3
A hole 526 is provided for receiving 78,380. Shaft 502 is rotatably supported by bearings 530, such as ball, sleeve, or roller bearings. Axis 5
A drive, such as pulley 532 or gear, mounted on 02 drives the compressor or pump.

In operation, the control rod 5 is used to set the piston to the desired stroke.
14 is moved along its axis M in the direction of arrow 515, so that the pivot arm 504 slides along the axis H (FIG. 26) of the translation arm drive arm 320 (FIG. 26). Pivot arm 504 about pin 506 along arrow 517 such that is moved out of alignment with axis M (as indicated by the break line). If a zero stroke of the piston is required, axes N and M are aligned so that rotation of shaft 514 does not cause movement of the piston. This arrangement is valid for both double-ended and single-ended pistons.

The ability to vary the stroke of the piston allows the output of the pump or compressor to be varied continuously as needed and allows the driver 532 to operate the shaft 514 at a single speed. If no output is needed, pivot arm 504
Simply rotates around the drive arm 320 of the conversion arm 310 with no swing of the drive arm. If power is required, the shaft 514 is already operating at full speed, so if the pivot arm 504 is pulled away from the axis by the control rod 510, there will be no delay in reaching speed, without any delay. Stroke. Therefore, there is a very low stress load on the drive system since there is no start / stop action. The ability to immediately reduce the stroke to zero provides protection, especially in the event of a downstream clog, from damage to the liquid pump.

If the two cylinders are not 180 degrees apart (as viewed from the end), or if more than two cylinders are used in the piston assembly 300, the fitting 306, The ends of pins 312 and 314 connected to 308 undergo a figure eight movement, as seen in FIG. FIG. 30 shows the figure eight movement of a piston assembly having four double ended pistons. Two of the pistons are laid flat (and do not undergo a figure eight movement) as shown in FIG. 22, and the other two pistons are equally spaced between the horizontal pistons (and the As a result, it is positioned so as to suffer the maximum possible figure eight deviation). The amount by which the pins connected to the second set of pistons deviate from the straight line (the y-axis in FIG. 30) is:
It is determined by the deflection angle (mast angle) of the drive arm and its distance where the pin is from the central pivot point 352 (x-axis in FIG. 30).

In a four cylinder version where the pins of each piston pivot assembly of the four end pistons are set at 45 degrees from the axis of the central pivot,
Is equal at each piston pin. If a figure eight movement occurs to prevent sticking, movement in the piston pivot bush is performed.

If the piston assembly 300 is formed, for example, for use as a diesel engine, the pins 312, 314 relative to the conversion arm 310 will withstand the higher compression ratio of the diesel engine as compared to a spark ignition engine. Special supports can be used for mounting. Referring to FIG. 31, the support 550 is bolted to the conversion arm 310 with bolts 551 and has openings 5 for receiving pins.
52.

The engine according to the invention can be used to apply combustion pressure directly to the pump piston. Referring to FIGS. 32 and 32a, a four-cylinder, two-stroke cycle engine 600 applies a combustion pressure (each of the four pistons 602 ignite once per revolution) to each of the four pump pistons 602. Each pump piston 604 is connected to an output side 606 of a corresponding piston cylinder 608. Pump piston 604 extends into pump head 610. The conversion arm 620 is connected to each cylinder 608 and flywheel 622 as described above. An auxiliary output shaft 624 is connected to the flywheel 622 and also rotates with the flywheel, as described above.

The engine is a two-stroke cycle engine since all strokes of piston 602 (because piston 602 moves to the right as seen in FIG. 32) must be an output stroke. The number of engine cylinders is selected as required by the pump. The pump can be a fluid or a gas pump. For use as a multi-stage air compressor, each pump piston 606 may have a different diameter. No bearing load is generated from the function of the pump, and therefore also no friction is caused other than that generated by the pump pistons themselves. Other embodiments are within the scope of the following claims.

[Brief description of the drawings]

FIG. 1 is a side view in a simplified illustration of a four-cylinder engine according to the present invention.

FIG. 2 is a side view in a simplified illustration of a four-cylinder engine according to the present invention.

3 is a top view of the engine of FIG. 1, showing the piston and the flywheel in a first of four different positions.

FIG. 4 is a top view of the engine of FIG. 1, showing the piston and flywheel in a second of four different positions.

FIG. 5 is a top view of the engine of FIG. 1, showing the piston and flywheel in a third of four different positions.

FIG. 6 is a top view of the engine of FIG. 1 showing the piston and flywheel in a fourth of four different positions.

FIG. 7 is a partial cross-sectional top view of the eight-cylinder engine according to the present invention.

8 is a sectional side view of the engine of FIG. 7;

FIG. 9 is a right end view of FIG. 7;

FIG. 10 is a side view of FIG. 7;

FIG. 11 is a left end view of FIG. 7;

12 is a partial top view of the engine of FIG. 7, showing the piston, drive member and flywheel in a high compression position.

13 is a partial top view of the engine of FIG. 7, showing the piston, drive member and flywheel in a low compression position.

FIG. 14 is a top view of the piston.

FIG. 15 is a side view of the piston showing the drive member in two positions.

FIG. 16 shows a bearing interface between a drive member and a piston.

FIG. 17 is an embodiment of an air-powered engine / pump.

FIG. 18 shows the air valve in a first position.

18a is a cross-sectional view of the air valve shown in FIG. 18 in cross-section at line 18a-18a.

FIG. 18b is a cross-sectional view of the air valve shown in FIG. 18 taken along line 18b-18b.

18c is a cross-sectional view of the air valve shown in FIG. 18 taken along line 18c-18c.

FIG. 19 shows the air valve in a second position.

19a is a cross-sectional view of the air valve shown in FIG. 19, taken along line 19a-19a.

19b is a cross-sectional view of the air valve shown in FIG. 19, taken along line 19b-19b.

19c is a cross-sectional view of the air valve shown in FIG. 19, taken along line 19c-19c.

FIG. 20 shows an embodiment with a tilted cylinder.

FIG. 21 shows an embodiment with a single-ended piston.

FIG. 22 is a top view of a two-cylinder, double-ended piston assembly.

FIG. 23 is a top view of one of the double ended pistons of the assembly of FIG. 22.

23a is a side view of the double ended piston of FIG. 23 at line 23A-23A.

FIG. 24 is a top view of the conversion arm and the universal joint of the piston assembly in FIG. 22.

24a is a side view of the transition arm and universal joint of FIG. 24 at line 24a-24a.

FIG. 25 is a perspective view of a drive arm connected to the conversion arm of the piston assembly in FIG. 22;

FIG. 25a is an end view of the rotatable member of the piston assembly of FIG. 22 at line 25a-25a in FIG. 22, showing the connection of the drive arm to the rotatable member.

FIG. 25b is a side view of the rotatable member at line 25b-25b in FIG. 25a.

FIG. 26 is a cross-sectional top view of the piston assembly of FIG. 22.

FIG. 27 is an end view of the conversion arm taken along line 27-27 in FIG. 24;

FIG. 27a is a sectional view of a drive pin of the piston assembly of FIG. 22;

FIG. 28 is a top view of the piston assembly of FIG. 22.

FIG. 28a is a rear view of the piston assembly of FIG. 22;

FIG. 28b is a side view of the piston assembly of FIG. 22.

FIG. 28c is a top view of the auxiliary shaft of the piston assembly in FIG. 22;

FIG. 29 is a cross-sectional side view of a zero-stroke coupling.

FIG. 29a is an exploded view of the zero stroke coupling of FIG. 29.

FIG. 30 is a graph showing the figure eight movement of the non-horizontal piston assembly.

FIG. 31 shows an enhanced drive pin.

FIG. 32 is a top view of a four-cylinder engine in which combustion pressure is directly applied to a pump piston.

FIG. 32a is an end view of the four-cylinder engine taken along line 32a-32a in FIG. 32.

Claims (20)

[Claims] 1. A plurality of pistons, a conversion arm connected to each of the pistons, and a rotation connected to a drive member of the conversion arm and configured to make a sliding motion along an axis of the drive member. A compression ratio of the piston assembly is changed by movement of the rotating member with respect to the drive member. 2. The assembly according to claim 1, wherein each of said pistons includes a double-ended piston. 3. The assembly according to claim 2, wherein said transducing arm is connected to each said double-ended piston substantially at the center of each double-ended piston. 4. The conversion arm is connected to each of the pistons such that linear motion of the rotating member with respect to the conversion arm changes the compression ratio and the displacement of each piston at both ends. The assembly of claim 2, wherein 5. The assembly according to claim 1, wherein the plurality of pistons include two pistons, and a rotation axis of the rotating member and an axis of the two pistons are on a common plane. 6. The assembly according to claim 5, wherein each said piston comprises a double-ended piston. 7. The assembly according to claim 1, wherein said rotating member includes a flywheel. 8. A control rod operably connected to the flywheel, the actuation of the control rod being configured to impart a linear motion of the flywheel to the conversion arm. The assembly according to claim 7, wherein 9. The rotating member is configured to be positioned at a zero-stroke position where rotation of the rotating member occurs without a corresponding movement of the piston relative to the rotating member. Item 2. The assembly according to Item 1. 10. The rotation member includes a pivot member rotatably mounted on a control member, wherein the pivot member moves by the operation of the control member, thereby changing the compression ratio. An assembly according to claim 9. 11. The assembly according to claim 1, wherein each piston has an axis and the pistons are arranged such that their axes are parallel. 12. The assembly of claim 1, further comprising a plurality of drive pins, each drive pin connecting said transducing arm to a corresponding piston. 13. The assembly of claim 1, wherein the drive member extends into an opening in the rotatable member adjacent a periphery of the rotatable member. 14. The assembly according to claim 13, wherein said drive arm extends into a pivot pin located in said rotatable member. 15. The apparatus according to claim 1, further comprising a main drive shaft connected to the rotatable member, wherein the axis of the drive shaft is parallel to the axis of each piston. An assembly as described. 16. The assembly according to claim 1, further comprising a universal joint connecting the conversion arm to a support. 17. The assembly according to claim 1, wherein said pistons are not parallel to each other. 18. The assembly of claim 1, wherein at least one of said plurality of pistons further comprises an output pump piston for driving a pump. 19. A method for varying the compression ratio of a piston assembly, the method comprising: coupling a plurality of pistons; a conversion arm connected to each of the pistons; and a drive member of the conversion arm. Providing a rotating member configured to make a sliding motion along the axis of the drive member; and moving the rotary member relative to the drive arm to change the compression ratio of the piston assembly. A method comprising: 20. A method of increasing the efficiency of a piston assembly, comprising: a plurality of double ended pistons; a conversion arm connected to each double ended piston substantially at a center of each double ended piston; Providing a rotating member coupled to the driving member of the arm and configured to make a sliding motion along the axis of the driving member; and Varying the compression ratio and the displacement.