US3841797A - Power units - Google Patents

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US3841797A
US3841797A US00305453A US30545372A US3841797A US 3841797 A US3841797 A US 3841797A US 00305453 A US00305453 A US 00305453A US 30545372 A US30545372 A US 30545372A US 3841797 A US3841797 A US 3841797A
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engine
piston
valve
pump
pressure
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W Fitzgerald
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Individual
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Individual
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Priority to US05/504,723 priority Critical patent/US4031920A/en
Priority to US504722A priority patent/US3918851A/en
Priority to US05/504,728 priority patent/US4048970A/en
Priority to US504729A priority patent/US3908379A/en
Priority to US504724A priority patent/US3918857A/en
Priority to US05/504,725 priority patent/US3968732A/en
Application granted granted Critical
Publication of US3841797A publication Critical patent/US3841797A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C14/00—Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations
    • F04C14/24—Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations characterised by using valves controlling pressure or flow rate, e.g. discharge valves or unloading valves
    • 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
    • F02B71/00—Free-piston engines; Engines without rotary main shaft
    • F02B71/04—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby
    • F02B71/045—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby with hydrostatic transmission
    • 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
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03C—POSITIVE-DISPLACEMENT ENGINES DRIVEN BY LIQUIDS
    • F03C2/00—Rotary-piston engines
    • F03C2/08—Rotary-piston engines of intermeshing-engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B11/00—Equalisation of pulses, e.g. by use of air vessels; Counteracting cavitation
    • F04B11/0008—Equalisation of pulses, e.g. by use of air vessels; Counteracting cavitation using accumulators
    • F04B11/0016—Equalisation of pulses, e.g. by use of air vessels; Counteracting cavitation using accumulators with a fluid spring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/05—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/16—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by adjusting the capacity of dead spaces of working chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/10—Valves; Arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/10—Valves; Arrangement of valves
    • F04B53/102—Disc valves
    • F04B53/1032—Spring-actuated disc valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C14/00—Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations
    • F04C14/06—Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations specially adapted for stopping, starting, idling or no-load operation

Definitions

  • Pressurized fluid for driving a load motor is delivered in accordance with the opening of a pressure-responsive one-way valve. upon charging of the accumulator to its maximum level, so that the energy available for the recompression stroke of the piston is independent of load.
  • a closed loop control system is provided for maintaining the engine pistons in synchronism.
  • FIG. 40 FIG. 37
  • such a power unit especially if it incorporates 'a compression-ignition engine, should have the advantage of a relatively clean combustion cycle as compared with conventional internal combustion engines. In practice, however, this advantage cannot be realized on account of the variable operating efficiency of the engine under variable load conditions.
  • a hydraulic accumulator is a device characterized by the provision of a storage chamber into which a hydraulic fluid may be admitted under pressure, and from which the fluid may be withdrawn, the storage chamber having a displaceable wall which is biassed in a direction such as to minimize the volume' of the storage chamber; the wall is displaceable against its bias by the admission of pressurized hydraulic fluid into the chamber, mechanical work thus being performed on the wall, which 'work is thereby converted into potential energy.
  • the'displacement of the wall is determined by a pressure differential on its opposite sides, the maximum displacement being variable in dependence upon the pressure of hydraulic fluid admitted into the chamber whatever the hydraulic fluid pressure, there being no predetermined maximum displacement.
  • Such an accumulator may be referred to as a variable displacement hydraulic accumulator.
  • a power unit in accordance with the present invention comprises a free piston engine having a reciprocatory power piston and a hydraulic pump piston coacting therewith, the pump piston working in a pump chamber having aninlet opening and a delivery opening, a constant displacement hydraulic accumulator connected to the pump chamber to receive fluid under pressure therefrom during the expansion stroke'of the engine and to return the fluid thereto during the cornpression stroke of the engine, a first one-way valve coacting with the inlet opening and operable in response to the discharge of the accumulator to a predetermined minimum level to admit low pressure fluid to the pump chamber during the compression stroke of the engine, and a second one-way valve coacting with the delivery opening and operable in response to charging of the accumulator to a predetermined maximum level to deliver fluid under pressure from the pump chamber during the expansion stroke of the engine.
  • the engine will have a pair of opposed free pistons working in a common cylinder, and a pair of hydraulic pump units connected to the cylinder at opposite ends thereof, each pump unit comprising a pump piston coacting with a respective one of the free pistons of the engine.
  • the engine is a compression ignition engme.
  • the invention also provides a power plant which comprises, in combination, an internal combustion engine having a pair of opposed free pistons working in a common cylinder, a pair of hydraulic pump units connected to the cylinder at opposite ends thereof, each pump unit comprising a pump piston coacting with a respective one of said free pistons and working in a pump chamber having an inlet opening and a delivery opening, a pair of constant displacement hydraulic accumulators connected respectively to the pump chambers to receive hydraulic fluid under pressure therefrom during the power strokes of the free pistons and to return the fluid thereto during the compression strokes of the free pistons, synchronizing means re-.
  • a closed hydraulic power transmission system having a high pressure manifold connected to said pump chamber outlets and a low pressure reservoir connected to said pump chamber inlets, each pump unit in cluding a first one-way valve coacting with the inlet opening of the pump chamber and operable in response to the discharge of the respective hydraulic accumulator to a predetermined minimum level to admitlow pressure fluid to the pump chamber during the compression stroke of the free piston, and a second one-way valve coacting with the delivery opening of the pump chamber and operable in response to the charging of the respective hydraulic accumulator to a predetermined maximum level to deliver pressurized fluid from the pump chamber to the high pressure manifold during the expansion stroke of the free piston, at least one hydraulic motor connected in the hydraulic power transmission system to be driven by the working fluid therein, fuel injection means for delivering fuel to the engine cylinder, valve controlled means responsive to the gas pressure in the engine cylinder for controlling the fuel injection means in accord
  • FIG. 1 is a longitudinal section taken through the axis of the power unit
  • FIG. 2 is a fragmentary top plan view of the power unit
  • FIG. 1 A first figure.
  • FIG. 1 A first figure.
  • FIG. 1 A first figure.
  • FIG. 1 A first figure.
  • FIG. 3 is a section on line 3-3 in FIG. I; 4 is a section on line 4-4 in FIG. I; 5 is a section on line 5-5 in FIG. 1; 6 is a section on line 6-6 in FIG. 1; FIG. 7 is a section on line 7-7 in FIG. 1; FIG. 8 is a section on line 8-8 in FIG. 6;
  • FIGS. 9, 10, I1, 12 and 13 show details of a plate valve assembly shown in FIGS. 1, 6 and 8;
  • FIG. 14 is an underneath plan view of the detail shown in section in FIG. 6, without the inlet valve assembly;
  • FIG. 15 is a diagrammatic drawing showing leakage control of oil from the pump pistons of the power unit
  • FIG. 16 shows a section on line 16-16 in FIG. 1;
  • FIG. 17 shows a section on line 17-17 in FIG. 2;
  • FIG. 18 shows a central vertical section through the fuel injector of the unit, the section being on line 18-18 of FIG. 19;
  • FIG. 19 is a partly sectioned side elevation of the fuel injector
  • FIG. 20 is a section on line 20-20 in FIG. 18;
  • FIG. 21 is an unsectioned end view of FIG. 18;
  • FIG. 22 shows the outside of a spool valve element
  • FIG. 23 is a section on line 23-23 in FIG. 18;
  • FIG. 24 is a section on line 24-24 in FIG. 18;
  • FIG. 25 is a section on line 25-25 in FIG. 18;
  • FIG. 26 is a sectional view of a valve connector adapted to be used with the fuel injector
  • FIG. 27 is a part-sectional plan view of a control gear for starting the stopping the power unit
  • FIG. 28 is a part elevation on line 28-28 in FIG. 27;
  • FIG. 29 is an unbroken plan view of the control gear
  • FIG. 30 is an end elevation of the control gear viewed from the left in FIG. 27 with certain parts removed;
  • FIG. 31 is a sectional plan view on line 31-31 in FIG. 27;
  • FIG. 32 is a fragmentary view in the direction of arrow 32 in FIG. 27 with certain parts removed;
  • FIG. 33 is a part elevation showing the end view of a solenoid
  • FIG. 34 is a partly broken away side elevation of a reversible hydraulic motor adapted for use with the power unit;
  • FIG. 35 is a section on line 35-35 in FIG. 34;
  • FIGS. 36 and 37 illustrate details of a planet gear bearing from opposite sides thereof
  • FIG. 38 is a section on line 38-38 in FIG. 37;
  • FIG. 39 is a section on line 39-39 in FIG. 34 with certain parts removed, showing a planet gear without details of its teeth;
  • FIG. 40 is a schematic view of a gear wheel of the motor.
  • FIGS. 41a and 4112 are schematic overall representations of the complete power unit and ancillary equipment
  • FIG. 42 is a section on line 42-42 in FIG. 41;
  • FIG. 43 is a section on line 43-43 in FIG. 41;
  • the power unit comprises an internal combustion engine having a pair of opposed free pistons, a pair of pump units the pistons of which coact with the engine pistons, a pair of constant displacement hydraulic accumulators into which pressurized hydraulic fluid is pumped in accordance with the expansion strokes of the engine pistons, inlet ports and exhaust ports under the control of the pistons for admitting combustion air to, and exhausting combustion gases from, the engine, and valve operated fuel injection means actuated in accordance with the cyclical movements of the pistons to control the injection of fuel into the engine.
  • the power output from the engine is a flow of pressurized hydraulic fluid, which in the present example is delivered from a pair of smoothing accumulators and used to drive bydraulic motors.
  • FIGS. 1 to 17 The mechanical construction of the power unit itself, and certain details of such construction, are illustrated in FIGS. 1 to 17, of which FIG. 1 best illustrates the general arrangement of the unit. Reference will now be made to these figures in particular.
  • a compressionignition engine comprising a single, water-cooled cylinder 101 having a ring of air inlet ports 102 and a ring of exhaust ports 103, and a pair of opposed free pistons 104L and 104R of equal mass.
  • the pistons 104L and 104R are free to reciprocate within the cylinder 101,
  • a fuel injector 200 is bolted to the cylinder 101 at the central position, so that its nozzle 201 is positioned to inject fuel into the space between the opposed pistons at appropriate times, as will be described hereinafter.
  • the assembly 105 (which will be described in detail, the assembly 106 being identical in construction) comprises a pump unit 107, a first, constant displacement hydraulic accumulator 108, and a second, high pressure or smoothing hydraulic accumulator 109, the assembly having a casing structure including a bulkhead 110 which is bolted to the cylinder end by bolts 111.
  • the pump unit 107 provides an internal oil-filled space or pump chamber 112, and houses a composite cylindrical or pump piston 113 which is a reasonably leak-free sliding fit in the bulkhead 110.
  • a float chamber 178 Within the float chamber 178 is a float 179, which on rising uncovers a drain hole 180 leading back to a vented reservoir 514, (FIG. 41) via a pipe X.
  • a tube, 181 leading via a restrictor 182 to a hole 183 in the bulkhead 110 gives access to the air compression space 117.
  • a valve 184 may be used'to open or close access to the-air compression space so that air may be extracted therefrom in order to form a vacuum with which to suck the pistons 104L and 104R into their starting position.
  • the float 179 and drain hole 180 are preferably so dimensioned that the float will rise before its total submersion under any conditions of average pressure that may exist in float chamber 178. In any case after the engine is brought to rest, pressure in the float chamber 178 will fall so that oil leaking along the outer wall of the pump piston 113 will flow into it, and when the level is sufficiently high the float will rise and allow the leaking oil to flow down into a vented reservoir 514 (FIG. 41).
  • the pump piston 1 13 is in the form of a'hollow ram which defines an internal oil space and contains a heavy plunger 115 which is free to move back to a retaining screw 118, and forward to cover an oil flow restrictor 116 at the inner end of the ram; it will move in this manner under the impetus of its own inertia, pressing against the oil flow restrictor 116 at the inner end when the piston 104L is accelerating during the first part of its outward stroke and decelerating during the last part of its recompression stroke.
  • the ram will be pressed against the retaining screw 118 during the last part of its expansion stroke and the first part of its recompression stroke.
  • the restrictor 116 allows a controlled quantity of oil to pass into a hole shown by dotted lines 164 and on through a number of holes 165 into a groove 166 round the piston 104L for cylinder wall lubrication where the piston slides.
  • a spring 118A contained within the retaining screw 118 urges the solid rod 115 inwards to close the restrictor 116 when the engine is at rest so that oil cannot escape through the restrictor at this time.
  • the first, constant displacement accumulator 108 comprises a domed casing providing a stepped cylindrical internal surface 120.
  • the domed casing houses a downwardly projecting cylindrical sleeve 121 in which a piston 122 is free to move axially up or down.
  • the lower portion of said stepped cylindrical surface constitutes a cylinder communicating with the pump chamber 112 and locating a leak'free piston 123 which is free to move axially up or down.
  • the pistons 122 and 123 define within the first accumulator a space 124 of.
  • variable volume which contains nitrogen or other gas under pressure.
  • a second, oil-filled space 125 is situated above piston 122, to or from which oil may be admitted or withdrawn via a port 126 in the dome 127 of the casing.
  • the piston 123 is formed with a flange 128 which is adapted to come to rest against a step 129 of said stepped'cylindrical surface 120 and to abut against the lower end of the sleeve 121, for limiting the downward and upward movements of the piston 123.
  • the piston 123 is constrained to move between lower and upper limit positions which determine the minimum and maximum charge levels ofthe accumulator, respectively.
  • a sump 130 is formed by the piston 123, in which any oil that may leak into the space 124 will collect and from which it may be withdrawn via a duct 131.' This duct also serves for recharging the gas space 124 and to adjust its pressure; a suitable valve would normally be fitted into the duct 131.
  • an inlet oil assembly 132 is provided to control the flow of oil through a springloaded plate valve 133.
  • FIGS. 9 to 13 The details of construction of the second automatic plate valve 134, which is'essentially a high speed one-way valve, are illustrated in FIGS. 9 to 13.
  • the first automatic plate valve may be similarly constructed. As illustrated in FIGS. 9 to 13, the valve comprises essentially a stationary valve element in the form of a grid, and a thin plate which is formed as a complementary grid, the thin plate being urged into contact with the stationary valve element by an array of compression springs.
  • the grid elements of the thin plate close off the spaces between the elements of the stationary valve element; when the thin plate is displaced by a small amount, however, these spaces are opened simultaneously.
  • the valve opens substantially to its maximum extent with a minimal displacement of the movable valve element.
  • the second hydraulic accumulator 109 is connected to the oil delivery opening of the pump chamber 112, which opening is controlled by the automatic oneway valve 134.
  • the accumulator 109 comprises a domed casing housing a cylindrical sleeve 135 within which a piston 136 is free to slide axially up or down.
  • the piston 136 defines within the sleeve 135 a space 137, which is filled with nitrogen or other suitable gas under pressure.
  • a vent 138 (FIG. 17) for filling the space 137- leads into the clearance space that exists between the cylindrical sleeve 135 and the casing 109.
  • the pump piston 113 When the pump piston 113 moves inwards it first charges the constant displacement recompression accumulator 108 by forcing the piston 123 up until the latter is brought to rest against the lower end of the sleeve 121, and oil then passes from the chamber 112 via the one-way valve 134 into an oil space 139 of the second accumulator 109, which has an outlet port 140 from which-the pressurized oil is supplied to the hydraulic load circuit.
  • a thin spring-loaded air inlet valve 141 fitted in an entrance 142
  • a thin spring-loaded air delivery valve 143 fitted in an'outlet 144; these valves admit air into the compression spaces 117 on the compression strokes of the pistons, and permit egress of air from the compression spaces on the expansion strokes of the pistons, respectively.
  • the entrances 142 may be connected by flexible metal tubing to an air inlet filter, atmospheric air being filtered and admitted through the valves. in the preferred embodiment illustrated in the drawings, however, the entrances 142 are connected by a duct l45-to the outlet of an air compressor 146.
  • the duct 145 may also include an air cooler.
  • the inlet ports 102 and the ends of the air inlet manifold 149 arepreferably shaped so as to induce a swirling motion of the incoming air, for example as indicated by the arrows of FIG. 3.
  • the depth of the channel perpendicular to the-cross sectional plane of FIG. 3 tapers from the inlet 148 to the ends of the manifold so as to promote approximately the same air velocity throughout the manifold. This produces two elongated air flow vortices in the engine cylinder, as indicated in FIG. 3.
  • Fuel is injected from the injection nozzle 201, as indicated in FIG. 4, at about maximum compression.
  • Additional openings 150 may be provided in the wall of the engine cylinder 101. These openings, one of which is presently shown closed by a cover 151, may be used to apply compressed air for moving the pistons apart if necessary. (when the engine is inoperative.) or to connect a pressure gauge for research or experimental purposes, or to provide an alternative means for fuel injection or fuel injection timing, or to admit air when the pistons are being set in a starting position, as will be explained hereinafter.
  • the engine exhaust system comprises a casing 152 providing a storage space 153, which communicates with the exhaust ports 103 via a manifold or passage 154 in the engine cylinder.
  • a casing 155 bolted to the bottom end of the casing 152 provides an internal space 156 which communicates with the storage space 153 by way of ports 157.
  • An intake tube 158 connected to the upper end of the casing 155 projects upwards in alignment with the passage 154, the latter being spaced from the end of the intake tube.
  • the casing 155 also provides an internal cylinder portion containing a spool valve 160, which is biassed upwardly by a spring shown diagrammatically at 159. In operation of the engine, when the exhaust ports 103 are uncovered by the piston 104R towards the end of a.
  • the products of combustion enter the storage space 153 and impinge upon the intake tube 158. If the kinetic energy of the exhaust gases is relatively low, the spool valve 160 remains in its upper position and the exhaust gases pass to a silencer (not shown) via ducting 161.
  • the spool valve 160 is displaced downwards to cover the ports 157; in this case the gases in the storage space 153, being of increased pressure, pass through a duct 162 to an exhaust turbine, the latter being combined with the air compressor 146.
  • the spent gases are finally exhausted via a pipe 163 and a silencer (not shown).
  • Each of the engine pistons is formed with a circumferential annular groove 169 having bevelled sides, into which a plunger 170 having a correspondingly bevelled end may be forced, in order to lock the pistons against movement when the engine is not running.
  • the plungers 170 are shown neither fully in nor fully out, but are shown for illustration in an intermediate position.
  • Each plunger 170 is normally held out of the respective annular groove 169 when the engine is running, by a *U" spring 171 which engages a grooved portion 172 of the plunger.
  • the plungers 170 When required, the plungers 170 are pressed into their operative, piston-holding positions by actuating pistons 173; the latter are slidable' in cylinders 174 and are actuated by hydraulic pressure applied via oil connections 175 when the pistons 104L and 104R are near the ends of their expansion strokes.
  • the plungers 170 hold the pistons 104L and 104R approximately in the position shown in FIG. 1, against the forces exerted by the rams 113, the latter being urged by hydraulic pressure from the accumulators 108.
  • the forward speed of each actuating piston 173 is controlled by an orifice in a plate valve 167; the parts are designed to permit comparatively free flow in the reverse direction when the engine is being started.
  • a light spring 168 holds the valve plate normally forward.
  • the output of the engine is a flow of pressurized liquid.
  • the amplitude and frequency at which the engine pistons 104L and 104R reciprocate are variable, depending upon the power that is being developed.
  • the positions at which the pistons momentarily stop at the end of the compression stroke are largely determined by the initial momentum of the pistons and the pressure of the initial cylinder air charge.
  • the positions at which the pistons momentarily stop at the end of the expansion stroke are determined by the momentum that they have gained from the energy of combustion, the cyclic range of oil pressures, and the rate of flow of the hydraulic liquid.
  • the one-way plate valves 133 then close and the pump pistons 113 are forced inwards by pistons 104, first to charge the accumulators 108, which are adjusted so as to yield at less pressure than the pistons 136 of the variable displacement accumulators 109.
  • the pistons 123 hav completed their strokes, which are terminated by the abutment of these pistons against the lower ends ofthe sleeves 121, the pressure in the pump chambers 112 continues to rise and the one-way plate valves 134 open against the pressure in the oil spaces 139 of the variable displacement accumulators 109.
  • the pistons l36 are at a higher position than that shown in the drawings, depending upon the pressure required.
  • Outlets 176 from the pump chambers 112 are connected to pipes 515L, 515R (FIG. 41), as will be de scribed hereinafter.
  • a peripheral groove 119 is incorporated in the piston-rod bearing of each bulkhead as part of a means to ensure synchronisation of the engine pistons 104L and 104R, as will also be explained here inafter. By these means continuous running of the engine is achieved.
  • THE FUEL INJECTOR the injection means in accordance with the air pressure within the engine cylinder so as to ensure that the predetermined quantities of fuel are injected into the cylinder at appropriate times in relation to the combustion cycle of the engine.
  • the injection means comprises, basically, a fuel injection nozzle, a valve controlled supply chamber located behind the injection nozzle, means for admitting fuel to the fuel supply chamber, and a fuel piston actuated by said actuator means to compress the fuel in the supply chamber and to expel the fuel therefrom to the engine cylinder via the injection nozzle.
  • the actuator means includes a spring-loaded shuttle valve arranged to move towards one or other of two limit positions in accordance with the gas pressure in the engine cylinder, and means for supplying pressurized hydraulic fluid to actuate the fuel piston in accordance with the position of the shuttle valve; the pressurized hydraulic fluid is fed from a chamber housing a free piston which is urged in a direction to expel hydraulicfluid from the chamber, explusion of fluid from the chamber being controlled by the shuttle valve, which is arranged to cover and uncover a port leading to the chamber.
  • FIGS. 18 to 26 of the drawings of which FIG. 18 best shows the interrelationship of its working parts. Reference will now be made to these figures in particular.
  • FIG. 18 is shown a portion of the engine cylinder 101, and portions of the engine pistons 104L and 104R which define a combustion space S in the engine cylinder, into which fuel is injected by the fuel injector.
  • the fuel injector itself is incorporated in a metal body 202, which is machined to provide a number of internal passages and bores as hereinafter described, and which houses the essential elements of the injection means and the actuator means referred to above.
  • the metal body 202 is formed with a stepped cylindrical bore 203,- at the upper end of which is an assembly consisting of the injection nozzle itself 201, a spring-loaded valve 204 having a valve seat 205, a spacer ring 206, and another spacer ring 205A which may be of relativelysoft metal such as mild steel, those parts being clamped and retained in position by an adaptor 207 which is screwed into the threaded upper end of the cylindrical bore 203.
  • the adaptor 207 is located in a. passage in the 'wall of the engine cylinder 10], to which the fuel injector body 202 is suitably connected, a sealing ring 208 being located so as to prevent leakage of gases from the engine cylinder.
  • a cylindrical barrel 209 Located within the cylindrical bore 203 is a cylindrical barrel 209, the barrel being a tight leak-free fit within the bore.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Supply Devices, Intensifiers, Converters, And Telemotors (AREA)
US00305453A 1971-11-18 1972-11-10 Power units Expired - Lifetime US3841797A (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
US05/504,723 US4031920A (en) 1972-11-10 1974-09-09 Pressurized hydraulic sump system
US504722A US3918851A (en) 1972-11-10 1974-09-09 High velocity shaft seal
US05/504,728 US4048970A (en) 1972-11-10 1974-09-09 Fuel injector
US504729A US3908379A (en) 1972-11-10 1974-09-09 Opposed free piston engine having start, stop, and restart control means
US504724A US3918857A (en) 1972-11-10 1974-09-09 Hydraulic motors with intermeshing sun and planet gears
US05/504,725 US3968732A (en) 1972-11-10 1974-09-09 Hydraulic power transmission system

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GB5372171A GB1406221A (en) 1971-11-18 1971-11-18 Power units

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US05/504,723 Division US4031920A (en) 1972-11-10 1974-09-09 Pressurized hydraulic sump system
US05/504,725 Division US3968732A (en) 1972-11-10 1974-09-09 Hydraulic power transmission system

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US (1) US3841797A (fr)
JP (1) JPS5650105B2 (fr)
AR (1) AR195203A1 (fr)
BE (1) BE791450A (fr)
BR (1) BR7207968D0 (fr)
CH (7) CH569211A5 (fr)
CS (1) CS185613B2 (fr)
DE (1) DE2256198C2 (fr)
FR (7) FR2160651B1 (fr)
GB (1) GB1406221A (fr)
IN (1) IN139163B (fr)
IT (1) IT1056731B (fr)
NL (1) NL177846C (fr)
SE (1) SE392503B (fr)

Cited By (13)

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US4205638A (en) * 1977-11-18 1980-06-03 Giovanni Vlacancinch Fluid power supply system
US5287827A (en) * 1991-09-17 1994-02-22 Tectonics Companies, Inc. Free piston engine control system
US5579728A (en) * 1994-10-06 1996-12-03 Advanced Thermodynamics Corporation Vehicle with combined cooling system and hydraulic system
US6029616A (en) * 1995-04-20 2000-02-29 Split Cycle Technology Limited Free piston engine
US20110110797A1 (en) * 2009-11-02 2011-05-12 Cho Michael Y System and method for water expulsion from underwater hydropower plant and hydropower plant associated therewith
US20120279473A1 (en) * 2010-01-27 2012-11-08 Robert Bosch Gmbh Fuel injection system with integrated high-pressure accumulator
CN103423506A (zh) * 2012-05-22 2013-12-04 徐学新 一种多回转式液动阀门
CN103644029A (zh) * 2012-09-21 2014-03-19 摩尔动力(北京)技术股份有限公司 内燃往复相循环发动机
WO2014126499A1 (fr) * 2013-02-14 2014-08-21 Shadrin Dmitry Gennadievich Générateur
CN104929766A (zh) * 2014-03-21 2015-09-23 北京理工大学 一种液压自由活塞发动机
CN105257502A (zh) * 2015-10-21 2016-01-20 绍兴泰克精工机电有限公司 一种加压防逆流型水泵
US20160376983A1 (en) * 2015-06-23 2016-12-29 Ricardo Daniel ALVARADO ESCOTO Highly efficient two-stroke internal combustion hydraulic engine with a torquing vane device incorporated.
CN108799604A (zh) * 2018-06-29 2018-11-13 武汉大学 一种有机玻璃平板快速关闭阀门

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FR2502256A1 (fr) * 1981-03-23 1982-09-24 Airmachines Pompe hydraulique a piston a course variable et generateur faisant application de la pompe
JPS5854108U (ja) * 1981-10-07 1983-04-13 デイエツクスアンテナ株式会社 室内用アンテナ
FR2571096A1 (fr) * 1984-10-01 1986-04-04 Lehir J Pierre Moteur double action a un cylindre avec deux pistons travaillant en sens oppose.
FR2572771A1 (fr) * 1984-11-08 1986-05-09 Lehir Jean Pierre Moteur a combustion a deux pistons opposes dans le meme cylindre
JPH0186706U (fr) * 1987-11-30 1989-06-08
JPH0466806U (fr) * 1990-10-23 1992-06-12
CN108953419B (zh) * 2018-09-25 2023-12-01 杭叉集团股份有限公司 一种液压刹车系统
CN112031932B (zh) * 2020-09-17 2022-04-29 天津大学 一种具有液压同步机构的对置式液压自由活塞发动机及其驱动方法

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US3363609A (en) * 1966-05-09 1968-01-16 Citroen Sa Andre Liquid fuel injection devices for free piston internal combustion engines
US3365879A (en) * 1964-11-25 1968-01-30 Citroen Sa Andre Hydraulic transmission power plants and liquid fuel injection devices for internal combustion engines

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US2745357A (en) * 1951-10-22 1956-05-15 Northrop Aircraft Inc Pressurized hydraulic reservoir
GB797296A (en) * 1955-10-06 1958-07-02 Dowty Equipment Ltd Improvements relating to pressure-loaded reservoirs and charging devices therefor
US2830609A (en) * 1956-04-20 1958-04-15 Avro Aircraft Ltd Hydraulically pressurized compensator
US3145660A (en) * 1962-02-13 1964-08-25 Bush Vannevar Free piston hydraulic pump
BE672028A (fr) * 1964-11-25
US3667223A (en) * 1971-02-16 1972-06-06 Mc Donnell Douglas Corp Hydraulic system having means for isolating leaking branch circuits

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Publication number Priority date Publication date Assignee Title
US3365879A (en) * 1964-11-25 1968-01-30 Citroen Sa Andre Hydraulic transmission power plants and liquid fuel injection devices for internal combustion engines
US3363609A (en) * 1966-05-09 1968-01-16 Citroen Sa Andre Liquid fuel injection devices for free piston internal combustion engines

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4205638A (en) * 1977-11-18 1980-06-03 Giovanni Vlacancinch Fluid power supply system
US5287827A (en) * 1991-09-17 1994-02-22 Tectonics Companies, Inc. Free piston engine control system
US5579728A (en) * 1994-10-06 1996-12-03 Advanced Thermodynamics Corporation Vehicle with combined cooling system and hydraulic system
US6029616A (en) * 1995-04-20 2000-02-29 Split Cycle Technology Limited Free piston engine
US20110110797A1 (en) * 2009-11-02 2011-05-12 Cho Michael Y System and method for water expulsion from underwater hydropower plant and hydropower plant associated therewith
US9127639B2 (en) 2009-11-02 2015-09-08 Michael Y. Cho System and method for water expulsion from underwater hydropower plant and hydropower plant associated therewith
US20120279473A1 (en) * 2010-01-27 2012-11-08 Robert Bosch Gmbh Fuel injection system with integrated high-pressure accumulator
US9068543B2 (en) * 2010-01-27 2015-06-30 Robert Bosch Gmbh Fuel injection system with integrated high-pressure accumulator
CN103423506A (zh) * 2012-05-22 2013-12-04 徐学新 一种多回转式液动阀门
CN103423506B (zh) * 2012-05-22 2015-09-23 徐学新 一种多回转式液动阀门
CN103644029B (zh) * 2012-09-21 2016-03-02 摩尔动力(北京)技术股份有限公司 内燃往复相循环发动机
CN103644029A (zh) * 2012-09-21 2014-03-19 摩尔动力(北京)技术股份有限公司 内燃往复相循环发动机
WO2014126499A1 (fr) * 2013-02-14 2014-08-21 Shadrin Dmitry Gennadievich Générateur
CN104929766A (zh) * 2014-03-21 2015-09-23 北京理工大学 一种液压自由活塞发动机
CN104929766B (zh) * 2014-03-21 2017-04-12 北京理工大学 一种液压自由活塞发动机
US20160376983A1 (en) * 2015-06-23 2016-12-29 Ricardo Daniel ALVARADO ESCOTO Highly efficient two-stroke internal combustion hydraulic engine with a torquing vane device incorporated.
CN105257502A (zh) * 2015-10-21 2016-01-20 绍兴泰克精工机电有限公司 一种加压防逆流型水泵
CN108799604A (zh) * 2018-06-29 2018-11-13 武汉大学 一种有机玻璃平板快速关闭阀门

Also Published As

Publication number Publication date
FR2217568B1 (fr) 1975-04-11
FR2217611A1 (fr) 1974-09-06
CH569191A5 (fr) 1975-11-14
BR7207968D0 (pt) 1973-08-21
NL7215611A (fr) 1973-05-22
FR2160651B1 (fr) 1976-07-23
SE392503B (sv) 1977-03-28
FR2217574B1 (fr) 1978-07-21
DE2256198A1 (de) 1973-05-24
JPS4861853A (fr) 1973-08-29
FR2160651A1 (fr) 1973-06-29
NL177846B (nl) 1985-07-01
NL177846C (nl) 1985-12-02
FR2217574A1 (fr) 1974-09-06
AR195203A1 (es) 1973-09-19
CH563524A5 (fr) 1975-06-30
DE2256198C2 (de) 1985-09-26
IT1056731B (it) 1982-02-20
JPS5650105B2 (fr) 1981-11-26
FR2332436B1 (fr) 1978-04-14
FR2217568A1 (fr) 1974-09-06
FR2217529A1 (fr) 1974-09-06
GB1406221A (en) 1975-09-17
CS185613B2 (en) 1978-10-31
FR2217529B1 (fr) 1977-01-07
FR2332436A1 (fr) 1977-06-17
CH569183A5 (fr) 1975-11-14
CH569211A5 (fr) 1975-11-14
CH569213A5 (fr) 1975-11-14
BE791450A (fr) 1973-03-16
FR2222902A5 (fr) 1974-10-18
CH569195A5 (fr) 1975-11-14
CH569189A5 (fr) 1975-11-14
IN139163B (fr) 1976-05-15

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