US20120107165A1 - Engine cooling system - Google Patents
Engine cooling system Download PDFInfo
- Publication number
- US20120107165A1 US20120107165A1 US13/262,523 US201013262523A US2012107165A1 US 20120107165 A1 US20120107165 A1 US 20120107165A1 US 201013262523 A US201013262523 A US 201013262523A US 2012107165 A1 US2012107165 A1 US 2012107165A1
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- US
- United States
- Prior art keywords
- piston
- coolant
- cooling system
- pivot shaft
- sealing surface
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
- F02D13/0284—Variable control of exhaust valves only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
- F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
-
- 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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
-
- 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
- F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
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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
- F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
- F02B55/02—Pistons
- F02B55/04—Cooling thereof
- F02B55/06—Cooling thereof by air or other gas
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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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1005—Details of the flap
- F02D9/1025—Details of the flap the rotation axis of the flap being off-set from the flap center axis
- F02D9/103—Details of the flap the rotation axis of the flap being off-set from the flap center axis the rotation axis being located at an edge
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10262—Flow guides, obstructions, deflectors or the like
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- This invention relates to improvements in and to internal combustion engines. More particularly, but not exclusively, this invention comprises improvements in and to cooling systems for use in internal combustion engines which utilise one or more pivoting pistons.
- the first arcuate sealing surface forms a skirt so a portion of the wall of the arcuate sealing surface will make a gas seal with the wall of the combustion chamber.
- the skirt also assists in dissipating heat in the piston.
- the piston further includes an arrangement to allow liquid coolant to pass through the pivot shaft, through liquid cooling galleries in the piston and out of the pivot shaft.
- One area of particular difficulty with the prior art engine configurations identified is in relation to managing the coolant flow and controlling the cooling of the piston during engine operation, particularly where multiple pistons are employed.
- the invention may be said to comprise a piston cooling system for a pivoted piston for an internal combustion engine, said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes a coolant path formed in the piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown, back to a
- An advantage of this aspect of the present invention over the prior art is that the risk of any portion of the coolant medium getting caught in stagnation areas, or engaging in vortex motion, which can result in local “hot spot” areas, is much reduced.
- a further advantage of utilising passageways of substantially constant cross section is that the structural integrity of the piston body is retained in the area of the piston crown, and that the piston/coolant interface surface area is increased and more effectively utilised.
- each passageway is circular.
- each passageway runs across the piston body, parallel to the pivot axis.
- each passageway is at a different radial offset from the pivot axis to every other passageway.
- the diameter of passageways may be different as between one and another so as to provide even cooling across the piston floor.
- the invention provides a piston cooling system for a pivoted piston for an internal combustion engine, said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes coolant medium flow control means whereby the flow pressure can be controlled independently of the cooling system for other components of the combustion engine.
- the flow pressure of the piston cooling system can be controlled independently of the rotational speed of the combustion engine.
- An important advantage of this aspect of the invention is that it provides the ability to preheat or speed up temperature gain of the piston at start up, for example, as well as to increase the flow when high load demands additional cooling of the piston relative to the demands on the engine cooling system.
- the coolant flow control means can be located in the coolant path upstream of the piston.
- the coolant flow control means can be located in the coolant path downstream of the piston.
- the coolant flow control means can further include a pre-heater means to preheat and circulate the preheated coolant medium around the coolant path prior to start up of the combustion engine.
- the coolant flow control means can be a coolant medium pump operated independently of the coolant medium pump pumping coolant medium for cooling of the other components of the combustion engine.
- control means can comprise a valve on the main coolant medium line adapted to adjust the flow rate of coolant medium to and along the piston coolant path.
- the invention provides a piston cooling system for a multi-chamber internal combustion engine utilising pivoted pistons, each said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a corresponding combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes a coolant path formed in each piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown,
- the pivot shaft of the penultimate piston includes a leak path along its length directly between the first portion and the second portion to, in use, allow a portion of the cooling medium entering the entry point of the coolant path to bypass the piston body and pass directly to the exit point.
- the leak path of the preceding piston in the series allows a greater proportion of cooling medium to bypass its piston body than that of the piston that follows in the series.
- An advantage of the present embodiment is that it aids management of the potential discrepancies in the cooling medium temperature as it flows from one piston to the next in an inline multi-chamber engine.
- the stepped reduction in the size of the leak path in each pivot shaft as they progress toward the final outlet progressively accelerates the coolant flow speed through the piston crown gallery to counter the incremental increase in coolant temperature.
- the invention provides a pivot shaft connector for use in connection with the cooling system of the third broad aspect, characterised in that the connector comprises a tubular section having a first end configured and arranged to sealingly rotatably engage with the second end of one pivot shaft and a second end adapted to sealingly rotatably engage with the first end of a second pivot shaft, the connector further including an outwardly projecting step midway along its length to prevent over insertion in to either the second end of the first pivot shaft or the first end of the second pivot shaft.
- the step locates a further seal means to provide additional sealing between the opposing primary induction chambers.
- FIG. 1 is a side elevation view of a piston body according to one embodiment of the present invention illustrating a piston cooling system having multiple cross passageways beneath the piston crown;
- FIG. 2 is a view from above of a piston body similar to that depicted in FIG. 1 but incorporating a single cross passageway for cooling medium beneath the piston crown;
- FIG. 3 shows a semi-schematic view of the piston cooling system in a multi-chamber combustion engine.
- the coolant flow path is diagrammatically illustrated;
- FIG. 4 is a side elevation of pivot shaft for use in a piston cooling system according to the invention.
- FIG. 5 a shows a sectional view of the pivot shaft of FIG. 4 ;
- FIG. 5 b shows a similar view to that of FIG. 5 a, but as an alternative with a partial leak path provided;
- FIG. 5 c shows a similar view to that of FIG. 5 b , but with a larger leak path opening
- FIG. 6 a is a partial section view of the ends of two pivot shafts for adjacent pistons in a multi-chamber combustion engine joined by a connector according to the present invention
- FIG. 6 b is a sectional view of the features illustrated in FIG. 6 a ;
- FIG. 7 is a perspective view of the connector partially illustrated in FIGS. 6 a and 6 b ;
- FIG. 8 is a plan view of the connector of FIG. 7 .
- the prior art pistons also include a second arcuate sealing surface which is radially offset from the skirt with both the surface of the skirt and the second arcuate sealing surface describing a circumferential path about the pivot axis of the pivot pin.
- Each piston also includes a piston pin to receive an end of a connecting rod, by which the crankshaft of the engine is rotated.
- the invention provides an improved cooling system for a pivoted piston 1 of the above described general prior art type for an internal combustion engine.
- the piston 1 has a piston body 2 and a pivot shaft 3 by which the piston body 2 is pivoted about a pivot axis 4 within the combustion chamber of the internal combustion engine.
- the piston body 2 includes a floor 5 , a portion of which forms the combustion chamber piston crown 6 .
- the improved cooling system includes a coolant path 10 formed in the piston 1 .
- the coolant path 10 enters the piston 1 at an entry point at one end 11 of the pivot shaft 3 , exits the piston 1 at an exit point at the other end 12 of the shaft 3 .
- the coolant path extends through a first tubular gallery 13 of the pivot shaft which gallery is centered on the pivot axis 4 of the shaft 3 .
- the gallery 13 extends in to the shaft 3 for less than half the length of the shaft 3 .
- a substantially perpendicular passageway 14 runs radially outwardly into the body 2 of the piston 1 , extending to a point substantially beneath the piston crown 6 .
- the coolant path runs across the width of the piston body 2 beneath the piston crown 6 —as one or more substantially perpendicular passageways 15 .
- each one is spaced radially outwardly from, but, parallel to, the next.
- Each passageway 15 is of substantially constant circular cross section along its length, but the cross sections of adjacent passageways 15 may be different to reflect different flow rates required to manage variations in heat generation location across the piston crown 6 .
- passageways 15 each of constant cross section, mitigates the risk of any portion of the coolant medium getting caught in stagnation areas, or engaging in vortex motion, which can result in local “hot spots”.
- a further advantage of utilising passageways 15 of substantially constant cross section is that the structural integrity of the piston body 2 is retained in the area of the piston crown 6 , and that the piston/coolant interface surface area is increased and more effectively utilised.
- the coolant path then returns back towards the shaft 3 via a radially oriented passageway 16 , re-entering the shaft 3 at a second tubular gallery 17 in the pivot shaft 3 , again which gallery is centered on the pivot axis 4 .
- the gallery 17 extends in to the shaft 3 for less than half the length of the shaft 3 .
- the coolant path then exits the shaft 3 at its end 12 .
- the flow rate of coolant medium through the coolant pathway can be controlled via control of the flow pressure.
- This control can be achieved via control mechanisms independent of the cooling system for other components of the combustion engine, and in particular can potentially be controlled independently of the rotational speed of the engine.
- the coolant medium is water
- it can be supplied via a take-off from the main engine coolant circulation system, and flow rate control can be applied via use of a valve on the upstream or downstream side of the piston 1 so as, for example, to allow for increase in the flow when high load demands additional cooling of the piston relative to the demands on the engine cooling system.
- an independent coolant medium supply provides the ability to preheat or speed up temperature gain of the piston at start up, and the system can further include a pre-heater, for example an electric water heater, to preheat and circulate the preheated coolant medium around the coolant path prior to start up.
- a pre-heater for example an electric water heater
- FIGS. 3 to 8 where the combustion engine has multiple chambers the cooling system needs to include a coolant path for each piston 1 . As illustrated in FIG. 3 , this involves serially connecting the previously described coolant pathway of two or more adjacent pistons 2 .
- the pivot shaft 3 of the penultimate piston 1 can include a leak path 20 directly between the gallery 13 and the gallery 17 to, in use, allow a portion of the cooling medium to bypass the piston body 2 of the penultimate piston 1 and pass directly on to the start of the coolant path for the final piston 1 .
- the leak path of the preceding piston in the series allows a greater proportion of cooling medium to bypass its piston body than that of the piston that follows in the series, as shown in FIGS. 5 b and 5 c.
- a tubular connector as generally indicated at 30 in FIGS. 6 a to 8 , is required.
- the connector 30 preferably comprises a tubular section 31 having a first end 32 configured and arranged to sealingly rotatably engage with end 12 of one pivot shaft 3 . It has a second end 33 adapted to sealingly rotatably engage with the end 11 of a second pivot shaft 3 . Sealing can be achieved by using a bearing seal of known type, as the operating speed is not significant.
- the connector 30 further includes an outwardly projecting step 34 midway along its length to prevent over insertion in to either the end 12 of the first pivot shaft 3 or the end 11 of the second pivot shaft 3 .
- the step locates an O-ring type seal 35 to provide additional sealing between the adjacent primary induction chambers.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Pistons, Piston Rings, And Cylinders (AREA)
Abstract
A piston cooling system for a pivoted piston (1) for an internal combustion engine, said piston (1) having a piston body (2), a pivot shaft (3) by which the piston body (2) may be pivoted about a pivot axis (4) within a combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor (5) of the piston body (2), a portion of said floor (5) including a combustion chamber piston crown (6), characterised in that the cooling system includes a coolant path (10) formed in the piston, said coolant path having an entry point at a first end (11) of the pivot shaft (3) and an exit point at a second end (12) of the pivot shaft (3), wherein said coolant path (10) extends from the entry point, through a first portion (13) of the pivot shaft (3), into said piston body (2), beneath the piston floor (5), on through one or more passageways (16) adjacent the piston crown (6), back to a second portion of the pivot shaft (3), and out through the exit point, each said passageway (15/16/17) having a substantially constant cross section along its length.
Description
- This invention relates to improvements in and to internal combustion engines. More particularly, but not exclusively, this invention comprises improvements in and to cooling systems for use in internal combustion engines which utilise one or more pivoting pistons.
- In International Patent Specifications WO 95/08055 and WO 01/71160, the contents of which are incorporated herein by reference, there are described internal combustion engines which utilise a pivoted piston which rocks about a pivot point within a combustion chamber. The piston is connected adjacent the end of the piston remote from the pivot point to a connecting rod which drives a crankshaft. The piston has a first arcuate sealing surface to seal against a wall of the combustion chamber and a second sealing surface which is connected by a piston floor to the first arcuate sealing surface. Both sealing surfaces have a substantially constant radial dimension from the pivot point of the piston.
- The first arcuate sealing surface forms a skirt so a portion of the wall of the arcuate sealing surface will make a gas seal with the wall of the combustion chamber. The skirt also assists in dissipating heat in the piston. The piston further includes an arrangement to allow liquid coolant to pass through the pivot shaft, through liquid cooling galleries in the piston and out of the pivot shaft.
- One area of particular difficulty with the prior art engine configurations identified is in relation to managing the coolant flow and controlling the cooling of the piston during engine operation, particularly where multiple pistons are employed.
- It is an object of this invention to provide a solution to the above identified problem with the noted prior art engine configurations, or to at least provide the public with a useful choice.
- In a first broad aspect the invention may be said to comprise a piston cooling system for a pivoted piston for an internal combustion engine, said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes a coolant path formed in the piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown, back to a second portion of the pivot shaft, and out through the exit point, each said passageway having a substantially constant cross section along its length.
- An advantage of this aspect of the present invention over the prior art is that the risk of any portion of the coolant medium getting caught in stagnation areas, or engaging in vortex motion, which can result in local “hot spot” areas, is much reduced.
- A further advantage of utilising passageways of substantially constant cross section is that the structural integrity of the piston body is retained in the area of the piston crown, and that the piston/coolant interface surface area is increased and more effectively utilised.
- Preferably the cross section of each passageway is circular.
- Desirably each passageway runs across the piston body, parallel to the pivot axis.
- Desirably there are two or more passageways, wherein each passageway is at a different radial offset from the pivot axis to every other passageway.
- Optionally the diameter of passageways may be different as between one and another so as to provide even cooling across the piston floor.
- In a second broad aspect the invention provides a piston cooling system for a pivoted piston for an internal combustion engine, said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes coolant medium flow control means whereby the flow pressure can be controlled independently of the cooling system for other components of the combustion engine.
- Preferably the flow pressure of the piston cooling system can be controlled independently of the rotational speed of the combustion engine.
- An important advantage of this aspect of the invention is that it provides the ability to preheat or speed up temperature gain of the piston at start up, for example, as well as to increase the flow when high load demands additional cooling of the piston relative to the demands on the engine cooling system.
- Optionally the coolant flow control means can be located in the coolant path upstream of the piston. Alternatively the coolant flow control means can be located in the coolant path downstream of the piston.
- Conveniently the coolant flow control means can further include a pre-heater means to preheat and circulate the preheated coolant medium around the coolant path prior to start up of the combustion engine.
- In one form the coolant flow control means can be a coolant medium pump operated independently of the coolant medium pump pumping coolant medium for cooling of the other components of the combustion engine.
- Alternatively the control means can comprise a valve on the main coolant medium line adapted to adjust the flow rate of coolant medium to and along the piston coolant path.
- In a third broad aspect the invention provides a piston cooling system for a multi-chamber internal combustion engine utilising pivoted pistons, each said piston having a piston body, a pivot shaft by which the piston body may be pivoted about a pivot axis within a corresponding combustion chamber of the internal combustion engine, a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis, and a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown, characterised in that the cooling system includes a coolant path formed in each piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown, back to a second portion of the pivot shaft, and out through the exit point, each said passageway having a substantially constant cross section along its length, the coolant paths of adjacent pistons being connected in series, with the coolant path exit point of one said piston in the series providing cooling medium flow to the coolant path entry point of the next piston in the series.
- Preferably all cooling medium entering the entry point of the coolant path of the final piston in series must pass through the piston body before reaching the exit point of that said coolant path.
- Desirably the pivot shaft of the penultimate piston includes a leak path along its length directly between the first portion and the second portion to, in use, allow a portion of the cooling medium entering the entry point of the coolant path to bypass the piston body and pass directly to the exit point.
- Preferably when the multi-chamber engine includes three or more pistons the leak path of the preceding piston in the series allows a greater proportion of cooling medium to bypass its piston body than that of the piston that follows in the series.
- An advantage of the present embodiment is that it aids management of the potential discrepancies in the cooling medium temperature as it flows from one piston to the next in an inline multi-chamber engine.. The stepped reduction in the size of the leak path in each pivot shaft as they progress toward the final outlet progressively accelerates the coolant flow speed through the piston crown gallery to counter the incremental increase in coolant temperature.
- To enable the pivot shafts of adjacent pistons to operate in synchronise but at different phases of the combustion cycle while still allowing passage of cooling medium to flow along the coolant path through the full series of pistons of a multi-chamber combustion engine a tubular connector is required.
- Accordingly, in a fourth broad aspect the invention provides a pivot shaft connector for use in connection with the cooling system of the third broad aspect, characterised in that the connector comprises a tubular section having a first end configured and arranged to sealingly rotatably engage with the second end of one pivot shaft and a second end adapted to sealingly rotatably engage with the first end of a second pivot shaft, the connector further including an outwardly projecting step midway along its length to prevent over insertion in to either the second end of the first pivot shaft or the first end of the second pivot shaft.
- Preferably the step locates a further seal means to provide additional sealing between the opposing primary induction chambers.
- The invention will now briefly be described with the aid of the accompanying drawings, of which:
-
FIG. 1 : is a side elevation view of a piston body according to one embodiment of the present invention illustrating a piston cooling system having multiple cross passageways beneath the piston crown; -
FIG. 2 : is a view from above of a piston body similar to that depicted inFIG. 1 but incorporating a single cross passageway for cooling medium beneath the piston crown; -
FIG. 3 : shows a semi-schematic view of the piston cooling system in a multi-chamber combustion engine. The coolant flow path is diagrammatically illustrated; -
FIG. 4 : is a side elevation of pivot shaft for use in a piston cooling system according to the invention; -
FIG. 5 a: shows a sectional view of the pivot shaft ofFIG. 4 ; -
FIG. 5 b: shows a similar view to that ofFIG. 5 a, but as an alternative with a partial leak path provided; -
FIG. 5 c: shows a similar view to that ofFIG. 5 b, but with a larger leak path opening; -
FIG. 6 a: is a partial section view of the ends of two pivot shafts for adjacent pistons in a multi-chamber combustion engine joined by a connector according to the present invention; -
FIG. 6 b: is a sectional view of the features illustrated inFIG. 6 a; -
FIG. 7 : is a perspective view of the connector partially illustrated inFIGS. 6 a and 6 b; and -
FIG. 8 : is a plan view of the connector ofFIG. 7 . - The prior art engines disclosed in International Patent Specifications WO 95/08055 and WO 01/71160 incorporate pistons which are pivoted within a combustion chamber by a pivot pin and each have an arcuate first sealing surface which forms a skirt to the piston.
- The prior art pistons also include a second arcuate sealing surface which is radially offset from the skirt with both the surface of the skirt and the second arcuate sealing surface describing a circumferential path about the pivot axis of the pivot pin. Each piston also includes a piston pin to receive an end of a connecting rod, by which the crankshaft of the engine is rotated.
- Referring now to the drawings, and in particular to
FIGS. 1 to 3 , in one aspect the invention provides an improved cooling system for apivoted piston 1 of the above described general prior art type for an internal combustion engine. In that regard, thepiston 1 has apiston body 2 and apivot shaft 3 by which thepiston body 2 is pivoted about apivot axis 4 within the combustion chamber of the internal combustion engine. - The
piston body 2 includes afloor 5, a portion of which forms the combustionchamber piston crown 6. - The improved cooling system includes a
coolant path 10 formed in thepiston 1. Thecoolant path 10 enters thepiston 1 at an entry point at oneend 11 of thepivot shaft 3, exits thepiston 1 at an exit point at theother end 12 of theshaft 3. - From the entry point the coolant path extends through a first
tubular gallery 13 of the pivot shaft which gallery is centered on thepivot axis 4 of theshaft 3. Thegallery 13 extends in to theshaft 3 for less than half the length of theshaft 3. - Part way along the length of the gallery 13 a substantially
perpendicular passageway 14 runs radially outwardly into thebody 2 of thepiston 1, extending to a point substantially beneath thepiston crown 6. At this point the coolant path runs across the width of thepiston body 2 beneath thepiston crown 6—as one or more substantiallyperpendicular passageways 15. Where two ormore passageways 15 are provided, as illustrated inFIG. 1 , each one is spaced radially outwardly from, but, parallel to, the next. Eachpassageway 15 is of substantially constant circular cross section along its length, but the cross sections ofadjacent passageways 15 may be different to reflect different flow rates required to manage variations in heat generation location across thepiston crown 6. -
Multiple passageways 15, each of constant cross section, mitigates the risk of any portion of the coolant medium getting caught in stagnation areas, or engaging in vortex motion, which can result in local “hot spots”. A further advantage of utilisingpassageways 15 of substantially constant cross section is that the structural integrity of thepiston body 2 is retained in the area of thepiston crown 6, and that the piston/coolant interface surface area is increased and more effectively utilised. - Having passed under the
piston crown 6 the coolant path then returns back towards theshaft 3 via a radially orientedpassageway 16, re-entering theshaft 3 at a secondtubular gallery 17 in thepivot shaft 3, again which gallery is centered on thepivot axis 4. Like thegallery 13, thegallery 17 extends in to theshaft 3 for less than half the length of theshaft 3. The coolant path then exits theshaft 3 at itsend 12. - The flow rate of coolant medium through the coolant pathway, and thus the cooling effect that the coolant medium has, can be controlled via control of the flow pressure. This control can be achieved via control mechanisms independent of the cooling system for other components of the combustion engine, and in particular can potentially be controlled independently of the rotational speed of the engine. For example, if the coolant medium is water, then it can be supplied via a take-off from the main engine coolant circulation system, and flow rate control can be applied via use of a valve on the upstream or downstream side of the
piston 1 so as, for example, to allow for increase in the flow when high load demands additional cooling of the piston relative to the demands on the engine cooling system. - Where an independent coolant medium supply is used it provides the ability to preheat or speed up temperature gain of the piston at start up, and the system can further include a pre-heater, for example an electric water heater, to preheat and circulate the preheated coolant medium around the coolant path prior to start up.
- Turning now more specifically to
FIGS. 3 to 8 , where the combustion engine has multiple chambers the cooling system needs to include a coolant path for eachpiston 1. As illustrated inFIG. 3 , this involves serially connecting the previously described coolant pathway of two or moreadjacent pistons 2. - To ensure that potential discrepancies in the cooling medium temperature as it flows from one piston to the next in an inline multi-chamber engine the
pivot shaft 3 of thepenultimate piston 1 can include aleak path 20 directly between thegallery 13 and thegallery 17 to, in use, allow a portion of the cooling medium to bypass thepiston body 2 of thepenultimate piston 1 and pass directly on to the start of the coolant path for thefinal piston 1. - Where the multi-chamber engine includes three or more pistons the leak path of the preceding piston in the series allows a greater proportion of cooling medium to bypass its piston body than that of the piston that follows in the series, as shown in
FIGS. 5 b and 5 c. - The stepped reduction in the size of the leak path in each pivot shaft as they progress toward the final outlet progressively accelerates the coolant flow speed through the piston crown gallery to counter the incremental increase in coolant temperature.
- To enable the pivot shafts of
adjacent pistons 1 to operate in synchronise but at different phases of the combustion cycle while still allowing passage of cooling medium to flow along the coolant path through the full series of pistons of a multi-chamber combustion engine a tubular connector, as generally indicated at 30 inFIGS. 6 a to 8, is required. - As shown in the drawings, the
connector 30 preferably comprises atubular section 31 having afirst end 32 configured and arranged to sealingly rotatably engage withend 12 of onepivot shaft 3. It has asecond end 33 adapted to sealingly rotatably engage with theend 11 of asecond pivot shaft 3. Sealing can be achieved by using a bearing seal of known type, as the operating speed is not significant. - The
connector 30 further includes an outwardly projectingstep 34 midway along its length to prevent over insertion in to either theend 12 of thefirst pivot shaft 3 or theend 11 of thesecond pivot shaft 3. - Preferably the step locates an O-
ring type seal 35 to provide additional sealing between the adjacent primary induction chambers. - Having read the specification, it will be apparent to those skilled in the art that various modifications and amendments can be made to the construction and yet still come within the general concept of the invention. All such modifications and changes are intended to be included within the scope of the claims.
Claims (19)
1. A piston cooling system for a pivoted piston for an internal combustion engine, said piston comprising:
a piston body;
a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine;
a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis; and
a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown,
wherein the piston cooling system comprises a coolant path formed in the piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown, back to a second portion of the pivot shaft, and out through the exit point, each said passageway having a substantially constant cross section along its length.
2. The piston cooling system of claim 1 , wherein the cross section of each passageway is circular.
3. The piston cooling system of claim 2 , wherein each passageway runs across the piston body, parallel to the pivot axis.
4. The piston cooling system of claim 3 , wherein the one or more passageways comprise two or more passageways, wherein each passageway is at a different radial offset from the pivot axis to every other passageway.
5. The piston cooling system of claim 4 , wherein the diameter of the two or more passageways may be different as between one and another of the two or more passageways so as to provide even cooling across the piston floor.
6. A piston cooling system for a pivoted piston for an internal combustion engine, said piston comprising:
a piston body;
a pivot shaft by which the piston body may be pivoted about a pivot axis within a combustion chamber of the internal combustion engine;
a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis; and
a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor including a combustion chamber piston crown,
wherein the piston cooling system comprises a coolant medium flow control whereby a flow pressure can be controlled independently of a second cooling system for other components of the internal combustion engine.
7. The piston cooling system of claim 6 , further comprising a coolant flow control wherein the flow pressure of the piston cooling system can be controlled independently of a rotational speed of the combustion engine.
8. The piston cooling system of claim 7 , wherein the coolant flow control is located in a coolant path upstream of the piston.
9. The piston cooling system of claim 7 , wherein the coolant flow control is located in a coolant path downstream of the piston.
10. The piston cooling system of claim 7 , wherein the coolant flow control further comprises a pre-heater to preheat and circulate a preheated coolant medium around the coolant path prior to start up of the internal combustion engine.
11. The piston cooling system of claim 7 , wherein the coolant flow control comprises a first coolant medium pump operated independently of a second coolant medium pump pumping coolant medium for cooling of other components of the internal combustion engine.
12. The piston cooling system of claim 7 , wherein the coolant flow control comprises a valve on a main coolant medium line adapted to adjust a flow rate of coolant medium to and along a piston coolant path.
13. A piston cooling system for a multi-chamber internal combustion engine utilising pivoted pistons, each said piston comprising:
a piston body;
a pivot shaft by which the piston body may be pivoted about a pivot axis within a corresponding combustion chamber of the multi-chamber internal combustion engine;
a first arcuate sealing surface spaced from the pivot axis and transcribing a circumferential path about the pivot axis; and
a second arcuate sealing surface radially offset from the first arcuate sealing surface and connected to the first arcuate sealing surface by a floor of the piston body, a portion of said floor comprising a combustion chamber piston crown,
wherein the cooling system comprises, a coolant path formed in each piston, said coolant path having an entry point at a first end of the pivot shaft and an exit point at a second end of the pivot shaft, and
wherein said coolant path extends from the entry point, through a first portion of the pivot shaft, into said piston body, beneath the piston floor, on through one or more passageways adjacent the piston crown, back to a second portion of the pivot shaft, and out through the exit point, each said passageway having a substantially constant cross section along its length, the coolant paths of adjacent pistons being connected in series, with the coolant path exit point of one said piston in the series providing cooling medium flow to the coolant path entry point of a next piston in the series.
14. The piston cooling system of claim 13 , wherein all cooling medium entering the entry point of the coolant path of a final piston in series must pass through the piston body before reaching the exit point of that said coolant path.
15. The piston cooling system of claim 13 , wherein the pivot shaft of a penultimate piston includes a leak path along its length directly between the first portion and the second portion to, in use, allow a portion of the cooling medium entering the entry point of the coolant path to bypass the piston body and pass directly to the exit point.
16. The piston cooling system of claim 13 , such that where the multi-chamber internal combustion engine comprises three or more pistons the leak path of a preceding first piston in the series allows a greater proportion of cooling medium to bypass its piston body than that of a second piston that follows in the series.
17. The piston cooling system of claim 16 , further comprising a tubular connector to enable the pivot shafts of adjacent pistons to operate in synchronise but at different phases of the combustion cycle while still allowing passage of cooling medium to flow along the coolant path through the full series of pistons.
18. A pivot shaft connector for use in connection with the cooling system of claim 17 , wherein the connector comprises a tubular section having a first end configured and arranged to sealingly rotatably engage with the second end of one pivot shaft and a second end adapted to sealingly rotatably engage with the first end of a second pivot shaft, the connector further comprising an outwardly projecting step midway along its length to prevent over insertion in to either the second end of the first pivot shaft or the first end of the second pivot shaft.
19. The pivot shaft connector of claim 18 , wherein a step locates a further seal to provide additional sealing between the opposing primary induction chambers.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NZ575925 | 2009-03-30 | ||
NZ57592509 | 2009-03-30 | ||
PCT/NZ2010/000054 WO2010114394A1 (en) | 2009-03-30 | 2010-03-26 | Engine cooling system |
Publications (1)
Publication Number | Publication Date |
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US20120107165A1 true US20120107165A1 (en) | 2012-05-03 |
Family
ID=42828504
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US13/262,523 Abandoned US20120107165A1 (en) | 2009-03-30 | 2010-03-26 | Engine cooling system |
US13/262,429 Active 2030-09-22 US8720391B2 (en) | 2009-03-30 | 2010-03-26 | Pre-combustion cycle pressurisation system |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/262,429 Active 2030-09-22 US8720391B2 (en) | 2009-03-30 | 2010-03-26 | Pre-combustion cycle pressurisation system |
Country Status (5)
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US (2) | US20120107165A1 (en) |
EP (2) | EP2414636A1 (en) |
JP (2) | JP2012522178A (en) |
KR (2) | KR20120024546A (en) |
WO (2) | WO2010114393A1 (en) |
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Publication number | Priority date | Publication date | Assignee | Title |
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GB201709950D0 (en) * | 2017-06-21 | 2017-08-02 | Pattakos Manousos | Asymmetric exhaust and transfer in two-strokes |
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US3315648A (en) * | 1963-10-11 | 1967-04-25 | Jacques Marc Georges Castillo | Internal combustion engine |
US6003479A (en) * | 1997-05-12 | 1999-12-21 | Evans; Mark M. | Piston construction |
US6082625A (en) * | 1996-07-29 | 2000-07-04 | Teleflex (Canada) Ltd. | Transit vehicle heater |
US20060137626A1 (en) * | 2004-12-23 | 2006-06-29 | Lee Bong S | Cooling system for an engine |
US20090256353A1 (en) * | 2008-04-09 | 2009-10-15 | Ti Group Automotive Systems, Llc | Tube To Hose Coupling |
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DE2123011A1 (en) * | 1971-05-10 | 1972-12-14 | Audi NSU Auto Union AG, 7107 Neckars ulm, Wankel GmbH, 8990 Lindau | Rotary piston internal combustion engine with oil-cooled piston |
JPS5414693B2 (en) * | 1972-07-15 | 1979-06-08 | ||
LU66303A1 (en) * | 1972-10-16 | 1974-05-09 | ||
JPS5781109A (en) * | 1980-11-11 | 1982-05-21 | Yamaha Motor Co Ltd | Device for prevention of exhaust valve sticking |
JPS61103743A (en) * | 1984-10-25 | 1986-05-22 | Okuma Mach Works Ltd | Tool clamping device of main spindle |
JP3004323B2 (en) * | 1990-07-19 | 2000-01-31 | ヤマハ発動機株式会社 | In-cylinder injection two-stroke engine |
JPH05321673A (en) * | 1992-05-21 | 1993-12-07 | Honda Motor Co Ltd | Exhaust device for two-cycle engine |
CN1045119C (en) | 1993-09-16 | 1999-09-15 | 枢轴转动工程技术有限公司 | Internal combustion engine |
JP3778318B2 (en) * | 1997-05-23 | 2006-05-24 | 本田技研工業株式会社 | 2-cycle internal combustion engine |
EP1881153B1 (en) * | 2000-03-23 | 2011-11-30 | Pivotal Engineering Limited | Piston for an internal combustion engine |
JP2002371855A (en) * | 2001-06-19 | 2002-12-26 | Daihatsu Motor Co Ltd | Two-cycle internal combustion engine |
-
2010
- 2010-03-26 JP JP2012503349A patent/JP2012522178A/en active Pending
- 2010-03-26 US US13/262,523 patent/US20120107165A1/en not_active Abandoned
- 2010-03-26 WO PCT/NZ2010/000053 patent/WO2010114393A1/en active Application Filing
- 2010-03-26 KR KR1020117024470A patent/KR20120024546A/en unknown
- 2010-03-26 EP EP10759091A patent/EP2414636A1/en not_active Withdrawn
- 2010-03-26 US US13/262,429 patent/US8720391B2/en active Active
- 2010-03-26 EP EP10759090.3A patent/EP2414656B1/en active Active
- 2010-03-26 KR KR1020117024469A patent/KR101640626B1/en active IP Right Grant
- 2010-03-26 JP JP2012503348A patent/JP5662996B2/en active Active
- 2010-03-26 WO PCT/NZ2010/000054 patent/WO2010114394A1/en active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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US3315648A (en) * | 1963-10-11 | 1967-04-25 | Jacques Marc Georges Castillo | Internal combustion engine |
US6082625A (en) * | 1996-07-29 | 2000-07-04 | Teleflex (Canada) Ltd. | Transit vehicle heater |
US6003479A (en) * | 1997-05-12 | 1999-12-21 | Evans; Mark M. | Piston construction |
US20060137626A1 (en) * | 2004-12-23 | 2006-06-29 | Lee Bong S | Cooling system for an engine |
US20090256353A1 (en) * | 2008-04-09 | 2009-10-15 | Ti Group Automotive Systems, Llc | Tube To Hose Coupling |
Also Published As
Publication number | Publication date |
---|---|
JP2012522177A (en) | 2012-09-20 |
EP2414636A1 (en) | 2012-02-08 |
JP5662996B2 (en) | 2015-02-04 |
KR20120025449A (en) | 2012-03-15 |
EP2414656A1 (en) | 2012-02-08 |
US20120097142A1 (en) | 2012-04-26 |
KR101640626B1 (en) | 2016-07-18 |
KR20120024546A (en) | 2012-03-14 |
WO2010114394A1 (en) | 2010-10-07 |
EP2414656A4 (en) | 2017-04-05 |
WO2010114393A1 (en) | 2010-10-07 |
EP2414656B1 (en) | 2018-07-25 |
US8720391B2 (en) | 2014-05-13 |
JP2012522178A (en) | 2012-09-20 |
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Legal Events
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Owner name: MACE ENGINEERING LIMITED, NEW ZEALAND Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:PIVOTAL ENGINEERING LIMITED;REEL/FRAME:027537/0639 Effective date: 20111214 Owner name: PIVOTAL ENGINEERING LIMITED, NEW ZEALAND Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:MCLACHLAN, PAUL ANTHONY;REEL/FRAME:027537/0609 Effective date: 20111215 |
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STCB | Information on status: application discontinuation |
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