US1505856A - Explosive motor - Google Patents

Explosive motor Download PDF

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US1505856A
US1505856A US536080A US53608022A US1505856A US 1505856 A US1505856 A US 1505856A US 536080 A US536080 A US 536080A US 53608022 A US53608022 A US 53608022A US 1505856 A US1505856 A US 1505856A
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block
motor
crank
piston
crank shaft
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US536080A
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Briggs Henry
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Priority to DEB110924D priority Critical patent/DE424317C/en
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Priority to FR570485D priority patent/FR570485A/en
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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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F02B33/12—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder the rear face of working piston acting as pumping member and co-operating with a pumping chamber isolated from crankcase, the connecting-rod passing through the chamber and co-operating with movable isolating member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F01B9/023—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft of Bourke-type or Scotch yoke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • 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
    • 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
    • F02B2275/36—Modified dwell of piston in TDC
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/18—Mechanical movements
    • Y10T74/18056—Rotary to or from reciprocating or oscillating
    • Y10T74/18248—Crank and slide
    • Y10T74/18256—Slidable connections [e.g., scotch yoke]

Definitions

  • the present invention relates to new and useful improvements in motors, and it pertains more articularly to motors of the internal com ustion type.
  • FIG. 1 is a vertical sectional view of a motor constructed inv accordance with lthe present invention
  • Fig. 2 is a diagrammatic view showing the position of the several parts at. the beginning of the compression stroke of the motor
  • FIG. 3 is a similar view showing the piston of the motor approaching top dead center
  • Fig. i is a similar view showing the piston and crank of the motor at top dead center
  • Fig. 5 is a similar view showing the piston at top dead center, the crank having passed over top dead center, said figure showing the position of the. several parts at the time the charge under compression is tired and the piston starts its power stroke.
  • the reference character designates the motor cylinder, and said motor cylinder is divided into an upper chamber 11 and a lower chamber 12.
  • the upper chamber 11 is provided with an exhaust port 13 and an intake port 14, said intake port communicating with the lower chamber 12 by means of a by-pass 15 in which is mounted a check valve 16 of any desired type.
  • a fuel supply pipe 17 Leading into the by-pass is a fuel supply pipe 17, and mounted in said fuel supply pipe 17 is a check valve 18.
  • the reference character 19 designates the piston and connected thereto as at 20, is a piston rod 21.
  • the piston rod has rigidly secured to its lower end a block 22 and said block 22 is provided with a. cam slot 23.
  • the crank case 24 of the motor is provided with guideways 25 in which the block 22 is slidably mounted as indicated by the reference character 26.
  • the reference character 27 designates the crank shaft and 28 designates the crank thereof.
  • This crank Q8 carries a pin 29 and pivotally mounted on said pin Q9 is a block 30.
  • the block 30 is substantially elliptical in shape and is adapted to travel through the cam slot 23 oi the block 22.
  • the cam slot 23 in the block 22 is provided with a curved portion 31 running into a curved portion 32 which terminates in a shoulder 32 from which the wall 33 extends downwardly in approximately a straight line to the end 34 of the slot.
  • This curved portion 32 is concentric with the path of travel of the crank of the crank shaft, which permits of travel of the crank without aiiecting movement of the piston.
  • the wall 35 ot the cam slot is straight in parallelism to the wall 33 thereof, and from a point 36 approximately opposite the shoulder 32 the wall is curved as indicated by the reference character 37 to the opposite end 38 of the slot Q3.
  • the device functions in the following manner: e.
  • the explosive charge enters the cylinder 11 by means oit the port 1l and the bypass l5, said charge having been forced from the lower chamber 12 or" the cylinder lO upon the down stroke ot the piston 19.
  • the crank travels in the direction of the arrow A in Fig. 2 the piston will be moved in the direction of the arrow B or inwardly of the cylinder 10 to the position shown in Fig. 3.
  • the piston 19 has approximately reached the height of the compression stroke and the block 30 is beginning to ride the curved surface 31 of the cam slot 23. Owing to the curve of the portion 31 of the cam slot 23, the minimum resistance is offered to the crank shaft 27 during the last stages of the compression stroke.
  • a fresh charge isdrawn in through the fuel supply pipe 17 and the by-pass 15 to the lower chamber 12 of the cylinder in order that said charge may be passed through the by-pass 15 upon the next power stroke of the piston to the chamber 11.
  • the present invention provides a new and iiiipioved i'oiin of internal coinvbustion engine in which the explosive charge power at a position when greater leverage of the crank is had, thus increasing the power of the motor due to the leverage position of the crank at the time of tiring of the explosive charge. Furthermore, by the construction shown which permits of a dwelling of the piston at the point of top dead center or full compression osition, the compression of the explosive c arge is maintained at full compression during the time of tiring.
  • a cylinder In a motor, a cylinder, a piston, a crank shaft, a connecting rod, and a cam-slotted block forming the connection between the connecting rod and the crank shaft, the cam slot in said block being so formed as to permit of rest of the piston during movement of the crank shaft.
  • a cylinder In a motor, a cylinder, a piston, a crank shaft, a connecting rod, and a non-pivoted cam-slotted block forming the connection between the connecting rod and the crank shaft, the cam slot in said block being so formed as to permit of rest of the piston during movement of the crank shaft.
  • a piston In an interna-l combustion motor, a piston, a connecting rod secured thereto, a crank shaft, and means for causing the piston to dwell at the top of the cylinder until the crank shaft passes over top dead center, said means comprising a sliding block having a cam slot therein, a portion of which slot describes an arc concentric with the path of travel of the motor crank shaft.
  • a cylinder In an internal combustion motor, a cylinder, a piston, a crank shaft, a piston rod secured to said piston, and a block carried by said piston rod and having a cam slot for receiving the crank shaft, a portion of which cam slot is concentric to the path of travel of the crank of the crank shaft whereby the piston is brought to rest and maintained stationary While the crank of the crank shaft passes through the concentric portion of the cam slot.
  • a traveler block carried by the motor crank shaft, a cam-slotted block the cam slot of which has a portion concentric to the path of travel of the motor crank shaft, said concentric portion merging into a portion eccentric to the path of travel of the motor crank shaft, and means for connecting said cam slotted block to the piston of said motor, said means comprising a rod secured to the piston and to the cam-slotted block at a point over the point where the concentric portion of said cam slot merges into said eccentric portion thereof.
  • a cam-slotted block In a motor and in combination with the crank shaft thereof, a cam-slotted block, the slot of said cam-slotted block having a lifting portion, an idle portion, and a power portion, said power portion being a continuation of the idle portion.
  • a cam-slotted block in combination with the crank shaft thereof, a cam-slotted block, the slot in said cam slotted block beingt formed with a lifting portion, a power portion, and an idle portion inter sed with respect to the lifting portion an the power portion.
  • a cam slotted block In a motor, and in combination with the crank shaft thereof, a cam slotted block, the slot in said cam slotted block being formed with a lifting portion, a power portion, and an idle portion interposed with respect to the lifting portion and the power portion, said idle portion being concentric with the'path of travel of the crank of the crank shaft throughout its length.

Description

EXILOS IVE MOTOR Filed Feb. l5, 1922 2 Sheets-Sheet l Patented Aug. 19, 1924.
UNITED STATES HENRY BRIGGS, OF HASBROUCK HEIGHTS, NEW JERSEY.
MPLOSIVE MOTOR.
Application led February 13, 1922. Serial No. 536,080.
To all whom it may concern:
Be it known that I, HENRY Barcos, a citizen of the United States, and a resident of Hasbrouck Heights, in the county of Bergen I and State of New Jersey, have invented a new and Improved Explosive Motor, of which the following is a full, clear, and exact description.
The present invention relates to new and useful improvements in motors, and it pertains more articularly to motors of the internal com ustion type.
It is one of the primary objects of the present invention to construct a motor in such a manner that the piston of the motor will hold its position at top dead center until the crank of the crank shaft has passed over the top dead center point.
It is a further object of the invention to so construct the motor that the cylinder will be offset with respect to the crank in order that the force of the explosion will be transmitted to the crank in a true perpendicular line.
It is a further object of the invention to so construct the motor that during the last stages of compression of the charge within the cylinder, the resistance offered to the crank shaft instead of gradually increasing $0 will gradually decrease, thus requiring less power to compress the charge than is necessary in internal combustion motors of the common type.
With the above and other objects in view,
' reference is had to the accompanying drawings, in whichA Figure 1 is a vertical sectional view of a motor constructed inv accordance with lthe present invention;
Fig. 2 is a diagrammatic view showing the position of the several parts at. the beginning of the compression stroke of the motor;
`Fig. 3 is a similar view showing the piston of the motor approaching top dead center;
Fig. i is a similar view showing the piston and crank of the motor at top dead center;
Fig. 5 is a similar view showing the piston at top dead center, the crank having passed over top dead center, said figure showing the position of the. several parts at the time the charge under compression is tired and the piston starts its power stroke.
Referring to the drawings and more particularly to Fig. 1, the reference character designates the motor cylinder, and said motor cylinder is divided into an upper chamber 11 and a lower chamber 12. The upper chamber 11 is provided with an exhaust port 13 and an intake port 14, said intake port communicating with the lower chamber 12 by means of a by-pass 15 in which is mounted a check valve 16 of any desired type. Leading into the by-pass is a fuel supply pipe 17, and mounted in said fuel supply pipe 17 is a check valve 18.
The reference character 19 designates the piston and connected thereto as at 20, is a piston rod 21. The piston rod has rigidly secured to its lower end a block 22 and said block 22 is provided with a. cam slot 23. To provide for slidably mounting the block Q2 the crank case 24 of the motor is provided with guideways 25 in which the block 22 is slidably mounted as indicated by the reference character 26.
The reference character 27 designates the crank shaft and 28 designates the crank thereof. This crank Q8 carries a pin 29 and pivotally mounted on said pin Q9 is a block 30. The block 30 is substantially elliptical in shape and is adapted to travel through the cam slot 23 oi the block 22. The cam slot 23 in the block 22 is provided with a curved portion 31 running into a curved portion 32 which terminates in a shoulder 32 from which the wall 33 extends downwardly in approximately a straight line to the end 34 of the slot. This curved portion 32 is concentric with the path of travel of the crank of the crank shaft, which permits of travel of the crank without aiiecting movement of the piston. Opposite to the wall 33 the wall 35 ot the cam slot is straight in parallelism to the wall 33 thereof, and from a point 36 approximately opposite the shoulder 32 the wall is curved as indicated by the reference character 37 to the opposite end 38 of the slot Q3.
The device functions in the following manner: e.
uring the operation of the motor when the several parts are in the position shown in Fig. 2, the explosive charge enters the cylinder 11 by means oit the port 1l and the bypass l5, said charge having been forced from the lower chamber 12 or" the cylinder lO upon the down stroke ot the piston 19. is the crank travels in the direction of the arrow A in Fig. 2, the piston will be moved in the direction of the arrow B or inwardly of the cylinder 10 to the position shown in Fig. 3. In this position the piston 19 has approximately reached the height of the compression stroke and the block 30 is beginning to ride the curved surface 31 of the cam slot 23. Owing to the curve of the portion 31 of the cam slot 23, the minimum resistance is offered to the crank shaft 27 during the last stages of the compression stroke. Upon this up stroke of the piston a fresh charge isdrawn in through the fuel supply pipe 17 and the by-pass 15 to the lower chamber 12 of the cylinder in order that said charge may be passed through the by-pass 15 upon the next power stroke of the piston to the chamber 11.
After the piston 19 reaches the height of compression stroke, in which position it is shown in Fig. et, the crank 28 is at top dead center and the block 30 is riding the curved wall 32 of the cam slot 23. With the parts in this position the block 30 rides through the cam slot 23 maintaining the piston 19 in the compression position until suchv time as the block 30 passes over the shoulder 32 of the cam slot 23, which shoulder may be any desired degree of the downward stroke of the crank on the right ascension and in which position the several parts are shown in Fig. 5. As the parts reach this position the charge in the cylinder is tired by a suitable ignition device 40 'and the force of said explosion is transmitted by means of the piston rod 21 to the crank shaft 27 through the medium of the -pin 29 and the, sliding block 30. Since this explosion takes place at the time the block 30 leaves the concentric portion 32 and yenters the straight portion 33 of the cam slot, the force of energy is received by the block riding from the thin edge of the wedge to the thick end of the Wedge, thus increasing the speed of the crank over the speed of the piiston on the pistons downward strokes.
y such a construction it is apparent that the crank travels faster than the piston and this gives greater impetus to said crank.
As the piston travels downwardly on the power stroke, the charge previously taken in to the lower chamber 12 of cylinder 10 is forced by way of the by-pass to the upper chamber 11 ofthe cylinder 10 and the products of combustion are exhausted through the pipe 13, the incoming fresh charge serving to aid in the exhaust of the products of combustion by a displacement thereof common to this type of motor.
From the foregoing construction it is apparent that the present invention provides a new and iiiipioved i'oiin of internal coinvbustion engine in which the explosive charge power at a position when greater leverage of the crank is had, thus increasing the power of the motor due to the leverage position of the crank at the time of tiring of the explosive charge. Furthermore, by the construction shown which permits of a dwelling of the piston at the point of top dead center or full compression osition, the compression of the explosive c arge is maintained at full compression during the time of tiring.
It will also be apparent that owing to the curvature of the wall 31 of the cam slot 23 at that time when the greatestl resistance is offered by the compression of the explosive charge within the cylinder, i. e., n-ear the end of the compression stroke, the resistance transmitted to the crank shaft will be materially reduced owing to the fact that the block 36 is riding this curve in such a manneras to produce a relatively slow movement of the piston in the compression direction, said block riding lfrom the thick edge of the wedge cam to the thin edge thereof. Furthermore, by'arranging the cylinder offset with respect to the crank case, it will be seen that at the time of firing the explosive charge, the crank will be directly over the longitudinal center of the piston and will thus remove side thrusts due to the angular disposition of the piston and crank in the common type of motor.
I/Vhat is claimed is:
1. In a motor, a cylinder, a piston, a crank shaft, a connecting rod, and a cam-slotted block forming the connection between the connecting rod and the crank shaft, the cam slot in said block being so formed as to permit of rest of the piston during movement of the crank shaft.
2. In a motor, a cylinder, a piston, a crank shaft, a connecting rod, and a non-pivoted cam-slotted block forming the connection between the connecting rod and the crank shaft, the cam slot in said block being so formed as to permit of rest of the piston during movement of the crank shaft.
3. In an internal combustion motor, a cylinder, a piston movable therein, a crank shaft, a block carried by the crank shaft, and a cam-slotted block carried by the piston and receiving the block carried by the cam shaft, the slot in said cam-slotted block having a portion formed concentric with the path of travel of the crank shaft, as and for the purpose set forth.
4. In an interna-l combustion motor, a piston, a connecting rod secured thereto, a crank shaft, and means for causing the piston to dwell at the top of the cylinder until the crank shaft passes over top dead center, said means comprising a sliding block having a cam slot therein, a portion of which slot describes an arc concentric with the path of travel of the motor crank shaft.
5. In an internal combustion motor, a block carried by the motor .crank shaft and a second block having a cam slot therein and adapted to receive the block of the crank shaft, the cam slot in said second-mentioned block being formed with a portion eccentric to the path of travel of the crank of the crank shaft, a portion concentric to the path of travel of the crank of the crankshaft, and a straight running portion eccentric to the path of travel of the crank of said crank shaft.
6. In an internal combustion motor, a cylinder, a piston, a crank shaft, a piston rod secured to said piston, and a block carried by said piston rod and having a cam slot for receiving the crank shaft, a portion of which cam slot is concentric to the path of travel of the crank of the crank shaft whereby the piston is brought to rest and maintained stationary While the crank of the crank shaft passes through the concentric portion of the cam slot.
7. In an internal combustion motor, a block carried by the motor crank shaft and a second block having a cam slot therein and adapted to receive the block carried by the motor crank shaft, the cam slot in said second mentioned block being formed with a lifting portion, an idle portion, and an eccentric angle straight running portion.
8. In an internal combustion motor, a block carried by the motor crank shaft and a second block having a cam Slot therein and adapted to receive the block carried by the motor crank. shaft, the cam slot in said second-mentioned block being formed with a lifting portion, an eccentric angle straight running portion, and an idle portion intervening between said lifting portion and said eccentric angle Straight running portion.
9. In an internal combustion motor, a traveler block carried by the motor crank shaft, a cam-slotted block the cam slot of which has a portion concentric to the path of travel of the motor crank shaft, said concentric portion merging into a portion eccentric to the path of travel of the motor crank shaft, and means for connecting said cam slotted block to the piston of said motor, said means comprising a rod secured to the piston and to the cam-slotted block at a point over the point where the concentric portion of said cam slot merges into said eccentric portion thereof.
10. In a motor and in combination with the crank shaft thereof, a cam-slotted block, the slot of said cam-slotted block having a lifting portion, an idle portion, and a power portion, said power portion being a continuation of the idle portion.
11. In a motor, and in combination with the crank shaft thereof, a cam-slotted block, the slot in said cam slotted block beingt formed with a lifting portion, a power portion, and an idle portion inter sed with respect to the lifting portion an the power portion.
12. In a motor, and in combination with the crank shaft thereof, a cam slotted block, the slot in said cam slotted block being formed with a lifting portion, a power portion, and an idle portion interposed with respect to the lifting portion and the power portion, said idle portion being concentric with the'path of travel of the crank of the crank shaft throughout its length.
HENRY BRIGGS.
US536080A 1922-02-13 1922-02-13 Explosive motor Expired - Lifetime US1505856A (en)

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Application Number Priority Date Filing Date Title
DEB110924D DE424317C (en) 1922-02-13 Gearboxes for internal combustion engines
US536080A US1505856A (en) 1922-02-13 1922-02-13 Explosive motor
FR570485D FR570485A (en) 1922-02-13 1923-09-01 Improvements to the control mechanism of internal combustion engines

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Cited By (31)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3321205A (en) * 1963-03-15 1967-05-23 James T Dennis Automatic record changer
US4054115A (en) * 1974-10-31 1977-10-18 Habsburg Lothringen Leopold V Miniature internal combustion engine
US4272996A (en) * 1979-06-19 1981-06-16 Black & Decker Inc. Scotch yoke having a curved track
US4301776A (en) * 1979-06-04 1981-11-24 Fleming Joseph W Crankshaft apparatus
US4363299A (en) * 1980-06-09 1982-12-14 Bristol Robert D Crankless internal combustion engine
US4449494A (en) * 1981-10-29 1984-05-22 Compagnie Du Moteur Energitique C.M.E. Inc. Internal combustion engine
US4465042A (en) * 1980-06-09 1984-08-14 Bristol Robert D Crankless internal combustion engine
US4584972A (en) * 1984-12-21 1986-04-29 Jayne Michael E Dynamic compression internal combustion engine with yoke having an offset arcuate slot
US4598672A (en) * 1984-05-29 1986-07-08 R P & M Engines Apparatus for stabilizing the position of a yoke in an internal combustion engine
US4685342A (en) * 1985-05-15 1987-08-11 Brackett Douglas C Device for converting linear motion to rotary motion or vice versa
US5031470A (en) * 1989-05-09 1991-07-16 Hans Karlsson Device for converting linear reciprocating motion to rotary motion
US5040502A (en) * 1990-06-27 1991-08-20 Lassiter Will M Crankless internal combustion engine
US5081964A (en) * 1990-06-27 1992-01-21 Lassiter Will M Crankless internal combustion engine
US5273011A (en) * 1991-10-29 1993-12-28 Hans Karlsson Arrangement for converting linear motion from a power source to a rotary motion
EP0613995A1 (en) * 1993-03-04 1994-09-07 New Sulzer Diesel AG Two stroke piston engine
US5375566A (en) * 1993-11-08 1994-12-27 Brackett; Douglas C. Internal combustion engine with improved cycle dynamics
US5431130A (en) * 1993-11-08 1995-07-11 Brackett; Douglas C. Internal combustion engine with stroke specialized cylinders
US5445039A (en) * 1994-03-18 1995-08-29 Brackett; Douglas C. Conjugate drive mechanism
US5513541A (en) * 1994-03-18 1996-05-07 Brackett; Douglas C. Conjugate drive mechanism
US5546897A (en) * 1993-11-08 1996-08-20 Brackett; Douglas C. Internal combustion engine with stroke specialized cylinders
US5560327A (en) * 1993-11-08 1996-10-01 Brackett; Douglas C. Internal combustion engine with improved cycle dynamics
US5655404A (en) * 1994-08-09 1997-08-12 Tsepenuk; Mikhail Mechanism for converting reciprocal movement
US20050235957A1 (en) * 2000-03-02 2005-10-27 Duncan Ronnie J Engine systems and methods
US20070056552A1 (en) * 2005-09-14 2007-03-15 Fisher Patrick T Efficiencies for piston engines or machines
WO2010077334A1 (en) * 2008-12-29 2010-07-08 Hamby W Daniel Dwell cycle crank
US20120031091A1 (en) * 2010-08-03 2012-02-09 Mungas Gregory S High efficiency energy conversion
US20120222507A1 (en) * 2009-11-19 2012-09-06 Pierburg Gmbh Positioning device for converting a rotary motion into a linear motion
US20130019835A1 (en) * 2010-04-07 2013-01-24 George Flenche Combustion engine
US20130125855A1 (en) * 2010-08-03 2013-05-23 W. Daniel Hamby Dwell cycle crank with rollers
DE102011017246A1 (en) 2011-04-07 2014-02-13 Vladimir Volchkov Two-stroke engine for use as e.g. Otto engine, has cell-type heat exchanger located in heat exchange space and arranged between cylinder and socket such that volume of heat exchange space of cylinder is integrated with volume of cylinder
US10378578B1 (en) * 2018-07-13 2019-08-13 Alberto Francisco Araujo Internal combustion engine using yoke assemblies in unopposed cylinder units

Cited By (45)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3321205A (en) * 1963-03-15 1967-05-23 James T Dennis Automatic record changer
US4054115A (en) * 1974-10-31 1977-10-18 Habsburg Lothringen Leopold V Miniature internal combustion engine
US4301776A (en) * 1979-06-04 1981-11-24 Fleming Joseph W Crankshaft apparatus
US4272996A (en) * 1979-06-19 1981-06-16 Black & Decker Inc. Scotch yoke having a curved track
US4363299A (en) * 1980-06-09 1982-12-14 Bristol Robert D Crankless internal combustion engine
US4465042A (en) * 1980-06-09 1984-08-14 Bristol Robert D Crankless internal combustion engine
US4449494A (en) * 1981-10-29 1984-05-22 Compagnie Du Moteur Energitique C.M.E. Inc. Internal combustion engine
US4598672A (en) * 1984-05-29 1986-07-08 R P & M Engines Apparatus for stabilizing the position of a yoke in an internal combustion engine
US4584972A (en) * 1984-12-21 1986-04-29 Jayne Michael E Dynamic compression internal combustion engine with yoke having an offset arcuate slot
WO1986003806A1 (en) * 1984-12-21 1986-07-03 Jayne Michael E Dynamic compression internal combustion engine with yoke having an offset arcuate slot
US4685342A (en) * 1985-05-15 1987-08-11 Brackett Douglas C Device for converting linear motion to rotary motion or vice versa
US5031470A (en) * 1989-05-09 1991-07-16 Hans Karlsson Device for converting linear reciprocating motion to rotary motion
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