Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
  • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
  • F01B3/04—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D15/00—Varying compression ratio
  • F02D15/02—Varying compression ratio by alteration or displacement 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
  • F02B75/00—Other engines
  • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
  • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
  • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

• the present invention relates to an arrangement in a combustion engine having internal combustion, comprising a plurality of engine cylinders, which are arranged in an annular series around a common central drive shaft and which have cylinder axes running parallel to the drive shaft, each cylinder including a pair of pistons movable towards and away from each other and for each pair of pistons a common, intermediate work chamber, while each piston is equipped with its axially movable piston rod, the free outer end of which forms via a support roller a support against its curve-shaped, that is to say 'sine'- curve shaped, cam guide device, which is arranged at each of opposite ends of the cylinder and which guides movements of the piston relative to the associated cylinder.
• a solution is known correspondingly as indicated by way of introduction. More specifically a four stroke combustion engine is known having two separate cam guide devices . Each cam guide device cooperates with its respective set of pistons and with its respective associated set of support rollers. The cylinders are arranged in an annular series around the drive shaft. The pistons, which are received in pairs in a respective one of the cylinders, are served by two separate cam guide devices, that is to say the one piston of each pair of pistons is controlled by a first cam guide device, while the remaining piston is controlled by a second cam guide device.
• Each cylinder is consequently equipped with pairs of separate pistons movable towards and away from each other each with its separate piston rod, which cooperates individually via an associated support roller with a respective one of two opposite sets of "sine' - planes, which form a part of their respective cam guide device and which control the pistons according to a "sine" - concept known per se .
• the cam guide devices of the two axially distinct groups of pistons are arranged axially endwise outside respective end of the engines.
• the piston heads of said pairs of pistons face mutually towards each other in a common working chamber of the associated cylinder, that is to say towards a common working chamber, which is arranged midway between said pair of pistons.
• GB 2 019 487 a four cylinder two stroke engine is shown with a pair of pistons going towards and away from each other in each of said four cylinders.
• An arrangement is employed where the ignition occurs simultaneously in two of the four cylinders, that is to say in pairs of alternate cylinders.
• the contour of the cam can be designed so that the pistons can be moved in a most favourable manner in connection with expansion of the combustion product .
• the present invention which primarily relates to two cycle engines, but which can also be applied to four stroke engines, takes its starting point as to arrangement in the piston and cylinder arrangement according to the afore-mentioned US 5 031 581.
• the aim is to be able to regulate the compression ratio in cylinders of the engine in a simple and ready, but at the same time controlled, precise and reliable manner, that is to say the aim is to regulate the compression ratio in the common working chamber which is defined between two piston heads of the cylinder facing towards each other.
• the arrangement according to the invention is characterised in that at least the one of the two pistons in each cylinder is regulatably adjustable in the cylinder for regulating the relative spacing between the pistons, especially for regulating the compression ratio in the common working chamber between the pistons.
• one is consequently in a position to regulate the compression ratio in the working chamber between two pistons of the cylinder by quite simply regulating the position of only the one piston in its associated cylinder.
• a particular aim furthermore is to be able to regulate the compression ratio of the cylinders of the engine as a whole and to effect the regulation with one and the same control means.
• the arrangement according to the invention is in this connection characterised in that the position of the piston in the cylinder is adapted to be fixed via the associated cam guide device of the piston by means of a separately regulatable arrangement.
• the cam guide device is common to the one piston of each and all the cylinders there can be achieved effectively and in an accurately controllable manner corresponding regulation of the position for said one piston of each of the cylinders relative to its associated cylinder by means of one and the same cam guide device.
• the afore-mentioned regulation is effected by the said one cam guide device being axially displaceable along the drive shaft in a sliding abutment on this, and is adjustable within a limited length of the drive shaft, by means of said separately regulatable control arrangement . Consequently by adjusting the cam guide arrangement for the one piston in each cylinder axially along the drive shaft the compression ratio adjusts at the same time in each cylinder with a regulation via one and the same common control arrangement .
• the compression ratio can consequently be regulated by regulating the mutual spacing between the pistons in each cylinder, by quite simply regulating the relative spacing between the cam guide devices. It is possible hereby to regulate the compression ratio of the cylinders of the engine directly as required, independently of the concrete design of the cam guide devices in the finally manufactured condition of the engine.
• a favourably practical solution according to the invention consists in that the control arrangement is regulatable by means of pressure oil.
• control arrangement comprises an annular pressure oil chamber, which is defined' between the drive shaft and the cam guide device, while a piston- forming compression simulator projects from the cam guide device radially inwardly into the pressure oil chamber and divides this into two chamber portions, that is to say one on each side of the compression simulator, the chamber portions communicating with their respective mutually adapted pressure oil circuits.
• cam guide device is fast connected for rotation with the drive shaft and that the compression simulator is passed through, parallel to the axis of the drive shaft, by a set of driving bolts, which allow a certain axial movement of the compression simulator relative to the drive shaft, while the driving bolts are connected at their respective opposite ends to the piston rod.
• the one piston of the cylinder which is under discussion to regulate the position of in the associated cylinder, constitutes a piston which controls opening and closing of exhaust ports of the cylinder.
• the compression ratio is regulated between the pistons, there is hereby the possibility in addition to regulate the opening and closing sequence of the associated exhaust ports.
• the flow-through passages of the exhaust ports can hereby be defined as required. Further the moment of opening and closing of the exhaust ports can be displaced in relation to normal operation.
• the said one cam guide device When one starts with a cold motor, provision can be made for instance for the said one cam guide device to occupy automatically, for example by temperature sensitisation, the outer position, where there is obtained the highest compression of the engine.
• the exhaust ports On starting the engine there is consequently brought about automatically the achievement of the relatively highest compression at the moment there is the greatest need for this and at the same time the exhaust ports are controlled in a favourable manner relative to the subsequent compression stroke, so that a high operative temperature is also obtained at a timely stage during the operation.
• the temperature in cylinders of the engine can be obtained by means of residual exhaust gases being held at a higher temperature level than otherwise possible.
• thermosensors it can be automatically ensured if desired that the cam control be readjusted from a position having high compression to a position having equivalently lower compression, gradually as the engine is warmed up. If necessary extra regulating equipment can be employed for manual adjustment of the compression level as required.
• the positions which are determined for the cam guide devices axially along the drive shaft can be regulated according to the invention as required singly, that is to say individually, or collectively, for instance during operation of the engine, while the phase displacement between the cam guide devices is determined during the manufacture of the engine by positioning the cam guide devices relative to each other in the peripheral direction around the drive shaft .
• the opening and closing of the scavenging ports and the exhaust ports can for instance be achieved according to said phase displacement at different moments and these moments can be determined by equivalent designing of the individual cam guide device.
• the effect of the said phase displaced opening and closing of for instance the exhaust ports, which is controlled by the one of the cam guide devices, can be oversteered to a certain degree, by changing the relative spacing between the cam guide devices, while during normal operation the conditions can be optimised with a sufficiently heated engine .
• Fig. 1 shows a vertical section of an engine according to the invention.
• Fig. la and lb show in a corresponding segment of Fig. 1 vital parts of the engine and illustrate in Fig. la pistons of the engine in a position with maximum mutual spacing and in Fig. lb pistons of the engine in a position with minimal mutual spacing.
• Fig. 2 shows schematically a first cross-section illustrated at one end of the cylinder of the engine in which there is shown a scavenging air intake.
• Fig. 3 shows schematically a second cross-section illustrated at the other end of the cylinder of the engine, in which there is shown an exhaust outlet.
• Fig. 4a shows schematically in a third cross-section, the middle portion of the engine cylinder, where the fuel is supplied and the ignition of the fuel occurs, illustrated in a first embodiment.
• Fig. 4b shows in a cross-section, which corresponds to Fig. 4a, the middle portion of the cylinder according to a second embodiment .
• Fig. 5a shows in longitudinal section a segment of the engine according to Fig. lb.
• Fig. 5b shows a cam guide device with associated drive shaft, illustrated in longitudinal section with a segment of the engine according to Fig. lb.
• Fig. 5c shows a cross head in side view.
• Fig. 5d and 5e show the cross head according to Fig. 5c seen respectively from above and below.
• Fig. 5f shows the piston rod seen in side view.
• Fig. 5g shows the piston rod according to Fig. 5f seen from above .
• Fig. 5h shows a piston according to the invention in vertical section.
• Fig. 6 - 8 show schematically illustrated and spread in the plane of the drawing a general pattern of movement for a first of two pistons associated with each cylinder, used in connection with a three cylinder engine, and illustrated in different angular positions relative to the rotary movement of the drive shaft .
• Fig. 6a shows schematically the principle for transferring motive forces between the roller of the piston rod and an associated obliquely extending portion of a "sine" - plane.
• Fig. 9 shows schematically illustrated and spread in the plane of the drawing a more detailed pattern of movement for two pistons of each cylinder, illustrated in different angular positions relative to the rotary movement of the drive shaft, illustrated in connection with a five cylinder engine.
• Fig. 10 shows in a representation corresponding to Fig. 9, the pistons in respective positions relative to associated cylinders, in a subsequent working position.
• Fig. 11 shows schematically a segment of a central portion of a "sine" - plan for two associated pistons of each cylinder.
• Fig. 12 shows a detailed curve contour for a "sine" - plane for a first piston in each cylinder.
• Fig. 13 shows a corresponding detailed curve contour for a "sine" - plan for a second piston in each cylinder.
• Fig. 14 shows a comparative compilation of the curve contours according to Fig. 12 and 13.
• Fig. 15 shows in section and in longitudinal section an alternative construction of a cam guide device with associated pressure rollers arranged at the outer end of a piston rod.
• Fig. 16 shows the same alternative solution, as illustrated in Fig. 15, shown in section in a direction radially outwards from the cam guide device.
• Fig. 17 and 18 show in elevation and in horizontal section respectively the guiding of the head portion of the piston rod along a pair of control bars extending mutually in parallel.
• a two cycle combustion engine 10 having internal combustion shall generally be referred to herein. Especially there shall be described such a motor 10 adapted according to a so-called "sine" - concept.
• Fig. 1 there is illustrated in particular a combustion engine 10 according to the invention shown in cross-section and in a schematic manner. rt tr
• the cam guide device 12a surrounds the drive shaft 11 at its one end 11a and forms an end support against end surface lib of the drive shaft 11 via a fastening flange 12a' and is stationarily secured to the drive shaft via fastening screws 12a' ' .
• the cam guide device 12b surrounds a thickened portion lie of the drive shaft 11 at its opposite end portion lid.
• the cam guide device 12b is not, as is the cam guide device 12a directly secured to the drive shaft 11, but is on the other hand arranged axially displaceable a limited extent axially along the drive shaft 11, especially with the idea of being able to regulate the compression ratio in cylinders 21 of the engine 10 (only the one of a number of cylinders is shown in Fig. 1) .
• End portion lid (see Fig. 1 and 5a) of the drive shaft 11 forms a radially offset sleeve portion to which there is fastened cup-shaped carrying member 13.
• the carrying member 13 is provided with a fastening flange 13' which with fastening screws 13'' is secured to end portion lid of the drive shaft 11. Between upper end surface 13a of the carrying member 13 and an opposite shoulder surface lie of the drive shaft 11 there is defined a pressure oil chamber 13b.
• a compression simulator 12b' in the form of a piston- forming guide flange, which projects from the inner side of the cam guide device radially inwards into the pressure oil chamber 13b for sliding abutment against the outer surface of the end portion lid.
• the pressure oil chamber 13b is supplied pressure oil and is drained of pressure oil via transverse ducts llf and llg through end portion lid of the drive shaft 11.
• An oil guide means 14 which is put axially inwards into mutually aligned axial bores in the end portion lid of the drive shaft 11 and in fastening flange 13' of the carrying member 13, provides for pressure oil and return oil to be led to and from the ducts llf and llg via separate guide ducts 14a and 14b and adjacent annular grooves 14a' and 14b' in the oil guide means 14.
• Control of pressure oil and return oil to an from the pressure oil chamber 13b on opposite sides of the compression simulator 12b' of the cam guide device 12b takes place from a remotely disposed commercially conventional control arrangement, not shown further, in a manner not shown further.
• the drive shaft 11 is, as shown in Fig. 1, connected at opposite ends to equivalent drive shaft sleeves 15a and 15b.
• the sleeve 15a is fastened with fastening screws 15a' to the cam guide device 12a, while the sleeve 15b is fastened with fastening screws 15b' to the carrying member 13.
• the sleeves 15a and 15b are rotatably mounted in a respective one of two opposite main support bearings 16a, 16b, which are fastened at opposite ends of the engine 10 in a respective end cover 17a and 17b.
• the end covers 17a and 17b are correspondingly fastened to an intermediate engine block 17 by means of fastening screws 17' .
• a first lubricating oil chamber 17c is defined between the end cover 17a and the engine block 17 and a second lubricating oil chamber 17d between the end cover 17b and the engine block 17.
• an extra cap 17e attached to the end cover 17b and an external oil conduit 17f between the lubricating oil chamber 17c and the oil cap 17e.
• a suction strainer 17g connected to a lubricating oil conduit 17h which forms a communication
• a stepwise or stepless regulation of the compression ratios can be considered according to need, for example adapted with graduated control of the cam guide device 12b to respective positions relative to the drive shaft 11.
• the control can for example occur automatically by means of electronics known per se , based on different temperature sensing equipment, and the like.
• the control can occur by manual control via suitable regulation means, which are not shown further herein.
• the engine 10 is shown divided up into three stationary main components, that is to say a middle member, which constitutes the engine block 17 and two 1-2 cover-forming housing members 17a, 17b which are arranged at a respective one of the ends of the engine 10.
• the housing members 17b, 17c are consequently adapted to cover their respective cam guide devices 12a, 12b, support wheels 53 and 55 and their associated bearings in respective piston rods 48,49 at their respective end of the engine block 17. All the driving and driven components of the engine are consequently effectively enclosed in the engine 10 and received in an oil bath in the associated lubricating oil chambers 17c and 17d.
• the three cylinders 21, which are placed around the drive shaft 11 with a mutual angular spacing of 120°, are designed according to the illustrated embodiment as separate cylinder-forming insert members, which are pushed into an associated bore in the engine block 17.
• each cylinder/ cylinder member 21 there is inserted a sleeve-shaped cylinder bushing 23.
• the bushing 23 there is designed, as shown further in Fig. la and lb (see also Fig. 2 and 3) , an annular series of scavenging ports 24 at one end of the bushing 23 and an annular series of exhaust ports 25 at the other end of the bushing 23.
• scavenging ports 26 which are radially aligned with scavenging ports 24 of the bushing 23, as is shown in Fig. 2, while exhaust ports 27, which are radially aligned with exhaust ports 25 of the bushing 23, are equivalently designed in the cylinder wall 21a, as is shown in Fig. 3.
• Fig. 1 there is shown an annular inlet duct 28 for scavenging air, which surrounds the scavenging ports 26, and a scavenging air intake 29 lying radially outside.
• a jet 37 of fuel can be directed, as is shown in Fig. 4a, obliquely inwards in a rotating mass of air as shown by the arrows 38 in cylinder 21, just in front of a spark plug 39 (possibly ignition pin) arranged in a chamber zone which forms a part of the combustion chamber Kl (see Fig. lb) .
• Fig. 4b there is shown an alternative construction of the solution as shown in Fig. 4a, there being employed in addition to a first fuel nozzle 32 and a first ignition arrangement 39 a second fuel nozzle 32a and a second ignition arrangement 39a in one and the same disc-formed combustion chamber Kl .
• Both the nozzles 32 and 32a are designed correspondingly as described with reference to Fig. 4a and both the ignition arrangements 39 and 39a are corresponding as described with reference to Fig. 4a.
• the associated components are designated with the reference designation "a" in addition.
• nozzles 32,32a are shown mutually displaced an angular arc of 180°, while the ignition arrangements 39,39a are correspondingly shown mutually displaced an angular arc of 180°.
• the relative spacings can be altered as required, that is to say with different mutual spacings, for instance depending upon the point of time of the mutual ignition, and the like.
• a cooling water system for general cooling of the cylinder 21.
• the cooling water system comprises a cooling water intake not shown further having a first annular cooling water duct 41 and a second annular cooling water duct 42.
• the ducts 41,42 are mutually connected via an annular series of axially extending connecting ducts 43 (see Fig. 3) .
• the axially extending ducts 43 pass through the cylinder wall 21a in each intermediate zone 27a between the exhaust ports 27, so that these zones 27a especially can be prevented from superheating by being subjected locally to a flowing through of cooling medium.
• the discharge of cooling water, 12 which is not shown further in Fig. 1, is connected to the cooling water duct 42 remote from the cooling water intake, in a manner not shown further.
• pistons 44,45 Internally in the bushing 23 there are two axially movable pistons 44,45 movable towards and away from each other. Just by the respective top 44a, 45a of the piston and by the skirt edge 44b, 45b of the piston there is arranged a set of piston fourths 46 in a manner known per se .
• the pistons 44,45 are movable synchronously towards and away from each other in a two cycle engine system.
• the piston 44 is shown in the form of a relatively thin- walled cap having top portion 44a and skirt portion 44b. Innermost in the internal hollow space of the piston there is arranged a support disc 44c, thereafter follows a head member 48c for an associated piston rod 48, a support ring 44d and a clamping ring 44e.
• the head member 48c is provided with a convexly rounded top surface 48c' and concavely rounded off bottom surface 48c' ' , while the support disc 44c is designed with an equivalent concavely rounded upper support surface 44c' and the support ring 44d is provided with a convexly rounded lower support surface 44d' .
• the head member 48c is consequently adapted to be tilted about a theoretical axis relative to the piston controlled by the support surfaces 44c' and 44d' .
• the ring 44e By abutment against a shoulder portion 44f internally in the piston the ring 44e provides for the head member 48c - and thereby the piston rod 48 - having a certain degree of fit and thereby a certain possibility of turning about said theoretical axis of the piston 44 during operation.
• the head member 48c is provided with a middle, sleeve-shaped carrying portion 48g having rib portions 48g' projecting laterally outwards which form a locking engagement with equivalent cavities (not shown further) internally in the associated piston rod 48 (see Fig. la and lb) .
• Fig. la the pistons 44,45 are shown in their equivalent, one outer position. This outer position, where there is a maximum spacing between the pistons 44,45, is designated herein generally as a dead point Oa for the piston 44 and Ob for the piston 45.
• dead portions there is defined in the working chamber K a so-called “dead space”, which herein (for reasons which will be evident from what follows) is designated as the combustion chamber Kl .
• the combustion chamber Kl is according to the invention mainly defined in and at a transition portion between the compression phase and expansion phase of the two cycle engine, as will be described in more detail in what follows.
• the working chamber K is expanded from a minimum volume, shown by the combustion chamber Kl , gradually to a maximum volume, as shown in
• the "sine" - curve 54' is designed in the cam guide device 12a and 12b of the drive shaft on a side facing equivalently axially outwards from the intermediate cylinder's 21.
• the auxiliary castor 55 is adapted to be rolled off against and along an equivalent, other "sine" - curve (not shown further) concavely curved in cross- section along a roller surface 56a in a roller path, which is designed in the cam guide device 12a (and 12b) radially just within the roller surface 54.
• the "sine" - curve 54a' is placed radially outermost, while the "sine” curve 56a' is placed in the cam guide device 12a a distance radially within the "sine” - curve 54a' .
• the "sine" curve 54a' can be arranged radially within the "sine” - curve 56a' (in a manner not shown further) .
• each of the cam guide devices 12a and 12b there are designed a corresponding pair of "sine" - curves 54a' , 56a' in a manner not shown further and each "sine" - curve can be provided with one or more "sine" - planes as required.
• Fig. 1 schematic reference is made to a cam guide device 12a and 12b, while the details in the associated "sine" - curves and “sine” planes are shown further in Fig. 9 - 14.
• the individual engine can be " internally “ geared with respect to speed, all according to which number of "sine” - tops and “sine” - bottoms is to be employed at each 360° revolution of the drive shaft.
• both engines can be built precisely in the revolutions per minute region which is relevant for the individual application.
• the series arranged cylinders of the engine, with associated pistons, of the illustrated embodiment are arranged in specific angular positions around the axis of the drive shaft, for instance with mutually equal intermediate spaces along the "sine” - plane or along the series of "sine” - planes ( the "sine” - curve) .
• the support rollers of the pistons are placed in the illustrated embodiment with equivalently equal angular intermediate spaces, that is to say in equivalent rotary angular positions along the "sine" - curve, so that they are subjected one after the other to equivalent piston movements in equivalent positions along the respective "sine" - planes.
• the engine power is consequently transferred from the different pistons 44,45 one after the other via the support rollers 53 in the axial direction for the drive shaft 11 via respective "sine" - curves each with their “sine” - plane, and the drive shaft 11 is thereby subjected to a compulsory rotation about its axis.
• the engine power is thereby transferred in an axial direction from support rollers of the piston rods to the "sine" - planes, which are forcibly rotated together with the drive shaft 11 about its axis.
• Fig. 6a there is schematically illustrated a support roller 53 on an obliquely extending portion of a "sine" - curve 8a.
• Axial driving forces are shown from an associated piston 44 having piston rod 48 in the form of an arrow Fa and equivalently in a radial plane decomposed rotational forces transferred to the "sine" - plane 8a shown by an arrow Fr.
• Fig. 6 - 8 there is schematically shown the mode of operation pf a three cylinder engine 10, in which only the one piston 44 is shown of the two cooperating pistons 44,45, illustrated in a planar spread condition along an associated "sine" - curve 54', which consists of two mutually succeeding "sine" - planes, plus the associated main castor 53 of the associated one piston rod 48.
• the associated one piston 44 in each of three cylinders 21 of the engine an equivalent arrangement being employed for the piston 45 at the opposite end of the cylinders.
• the cylinder 21 and the opposite piston 45 have been omitted from Fig.
• the auxiliary castor 55 (not shown further in Fig. 6 - 8) is received with a sure fit relative to an upper roll path 54b, as is shown in Fig. 5a.
• the said roll path 56b is shown vertically above the main castor 53 in Fig. 6 - 8 , so as to indicate the maximum movement of the main castor in an axial direction relative to the roll path 54.
• the auxiliary castor 55 which controls the possibility for movement of the main castor 53 axially relative to its roll path 54, as is shown in Fig. 5a.
• the auxiliary castor 55 is normally not active, but will control movement of the piston 44 in an axial direction in the instances the main castor 53 has a tendency to raise itself from the cam-forming roll path 54. During operation lifting of the main castor 53 in an unintentional manner relative to the roll path 54 can hereby be avoided.
• the roll path 56 for the auxiliary castor 55 is, as shown in Fig. 5, normally arranged in the fixed fit spacing from the associated roll path 56a.
• Fig. 6 - 8 the sine curve 54' is shown with a first relatively steep and relatively rectilinear running curve portion 60 and a subsequent, more or less arcuate, top- forming transition portion/dead portion 61 and a second relatively more gently extending, relatively rectilinearly running curve portion 62 and a subsequent arcuate transition portion/dead portion 63.
• curve contours are however not representative in detail of the curve contours which are employed according to the invention, examples of the correct curve contours being shown in more detail in Fig. 12 and 13.
• the "sine" - curve 54' and the "sine" - plane 54 are shown in Fig. 6 - 8 with two tops 61 and two bottoms 63 and two pairs of curve portions 60,62.
• Fig. 6 - 8 there are illustrated three pistons 44 and their respective main castor 53 shown in equivalent positions along an associated "sine" - curve in mutually different, succeeding positions.
• the relatively short first curve portions 60 entail that at all times only one main castor 53 will be found on the one short curve portion and two or roughly two main castors 53 on the two longer curve portions 62.
• different forms of curve portions can be employed for the compression stroke relative to the form of the curve portions for the expansion stroke.
• two tops 61 and two bottoms 63 are employed for each 360° revolution of the drive shaft 11, that is to say two expansion strokes per piston pair 44,45 per revolution.
• four pairs of pistons there can be correspondingly employed three tops and three bottoms, that is to say three expansion strokes per piston pair per revolution.
• Fig. 14 there is schematically shown a midmost, theoretical cam guide curve 8c, which shows the volume change of the working chamber K from a minimum, as shown in the combustion chamber Kl in the dead zones 4a and 4b, to a maximum, as shown in the maximum working chamber K in the dead points 0a and 0b (see Fig. 9 - 10 and 12 - 14) .
• the curve 8b as is illustrated in Fig. 12 - 14, is shown at the dead point Ob phase-displaced an angle of rotation of 14° in front of the dead point Oa of the curve 8a.
• the direction of rotation of the curves 8a and 8b that is to say the direction of rotation of the drive shaft 11, is illustrated by the arrow E.
• Fig. 9 and 10 there are schematically illustrated five cylinders 21-1, 21-2, 21-3, 21-4 and 21-5 and belonging to two associated curves 8a and two curves 8b, shown spread in a schematically illustrating manner in one and the same plane.
• the five cylinders 21-1, 21-2, 21-3, 21-4 and 21-5 are shown in respective angular positions with a mutual angular space of 72°, that is to say in positions which are uniformly distributed around the axis of the rotary shaft 11.
• a first curve 8a which covers an arc length of 180° from a position 0°/360° to a position 180°.
• a corresponding curve 8a passes over a corresponding arc length of 180° from position 180° to position 360°. In other words two succeeding curves 8a for each 360° revolution of the drive shaft.
• the curve 8a shows in position 0°/360° a first dead point 0a. From position 0° to a position 38.4° there is shown a first transition portion la, which corresponds to a first part of a compression stroke and from position 38.4° to position 59.2° an obliquely (upwardly) extending rectilinear portion 2a, which corresponds to a main part of the compression stroke and from position 59.2° to a position 75° a second transition portion 3a, which corresponds to a finishing part of the compression stroke.
• a first transition portion la which corresponds to a first part of a compression stroke and from position 38.4° to position 59.2° an obliquely (upwardly) extending rectilinear portion 2a, which corresponds to a main part of the compression stroke and from position 59.2° to a position 75°
• a second transition portion 3a which corresponds to a finishing part of the compression stroke.
• transition portion 5a From the position 80° to a position 95.8° there is shown a transition portion 5a, from the position 95.8° to a 11 position 160° an oblique downwardly extending, rectilinear portion 6a and from the position 160° to a position 180° a transition portion 7a.
• the three portions 5a, 6a, 7a together constitute an expansion portion.
• position 180° is show anew the dead point Oa and thereafter the cam guide curve continues via a second corresponding curve 8a, from the position 180° to the position 360°, that is to say with two curves 8a which together extend over an arc length of 360°.
• the cam guide continues with a corresponding curve 8b between the positions 166° and 346° (see Fig. 10) .
• the first curve 8a (Fig. 12) controls opening (position 160°/340°) and closing (position 205°/25°) of exhaust ports 25.
• the second curve 8b (Fig. 13) control opening (position 146°/326°) and closing (position 185°/5°) of scavenging ports 24.
• Fig. 14 there is shown a phase-displacement of 14° between the dead points Oa and Ob, in the illustrated, schematic comparison of the curves 8a and 8b.
• Curve 8b as shown by broken lines in Fig. 14, is for comparative reasons shown in mirror image form relative to the curve 8a, which for its part is shown in full lines in Fig. 14.
• Fig. 9 and 10 there is shown the "sine" - plane 8b in a position 14° in front of the position for the "sine" - plane 8a.
• the five said cylinders 21-1, 21-2, 21-3, 21-4 and 21-5 are shown in successive positions relative to the associated "sine" plane and individually in successive working positions, as shown in the following diagram 1 and diagram 2.
• the scavenging ports 24 open in position 160°/340° and close in position 25°/205°, that is to say the scavenging ports 24 are held open over an arc length of 45°.
• the exhaust ports 25 are held on the other hand open over an arc length of 39°, that is to say over an arc length which is phase-displaced 14° relative to the arc length in which the scavenging ports are open (see Fig. 14) .
• the scavenging ports 24 can consequently be open over an arc length of 20° (see the curve portions la - 3a in Fig. 12 and the single hatched section A' in Fig. 14) 11 after the exhaust ports 25 are closed. This means that the compression chamber over the last-mentioned arc length of 20° can inter alia be supplied an excess of scavenging air, that is to say is overloaded with compressed air.
• the said sections A' and B' show the axial dimensions of the exhaust ports 25 and the axial dimensions of the scavenging ports 24 in a respective outer portion of the working chamber K.
• the ports 24 and 25 can thereby be designed of equal height in each end of the working chamber K.
• the said height is shown in Fig. 12 -14 by ⁇ 2. In an angle zone of 5° (from position 75° to position 80° - see especially Fig. 13) of the "sine" - plane 8b and in an angle zone of 10° (from position 75° to position 85° - see especially Fig.
• the combustion proceeds mainly or to a significant extent where the pistons 44,45 are held at rest in the inner dead portion 4a and 4b, that is to say over an arc length of 10° and 5° respectively.
• the combustion continues as required to a greater or smaller degree in the following transition portion 5a, 5b and in the main expansion portion 6a, 6b, depending upon the speed of rotation of the rotary shaft.
• the rotating fuel cloud in the combustion chamber Kl in the dead portion 4a, 4b and in that one can keep the flame front relatively short in the disc-shaped combustion chamber Kl there can be ensured in all instances fuel ignition for a main bulk of the fuel cloud in the combustion chamber Kl , that is to say within said dead portion 4a, 4b.
• the combustion chamber can be allowed to be expanded to the portion 5a, 5b just outside the dead portion 4a, 4b with largely corresponding advantages in a defined volume of the working chamber K.
• Speed of combustion The speed of combustion is as known of an order of magnitude of 20 - 25 meters per second.
• a ceramic ring that is to say a ceramic coating applied in an annular zone of the working chamber K corresponding to a combustion region (3a - 5a, 3b, 5b) , so that high temperatures can be employed especially in the combustion chamber Kl, but also in the following portion 5a, 5b of the combustion region.
• the ceramic ring which is shown with a dimension as indicated by a broken line 70 in Fig. 12 - 14, comprises the whole combustion chamber Kl and is in addition extended further outwards in the combustion chamber over a distance 13.
• the compression phase takes place relative to the curves 8a, 8b under angles of inclination of between about 25° and about 36° in the respective two curves 8a and 8b, that is to say with a mean angle (see Fig. 14) of about 30°. If desired the angles of inclination (and the mean angle) can for instance be increased to about 45° or more as required.
• the expansion phase takes place correspondingly in the illustrated embodiment at between about 22° and 27° in the two curves 8a and 8b, that is to say while at a mean angle (see Fig. 14) of about 24°.
• By extending the expansion phase at the expense of the compression phase a relatively higher piston movement is obtained in the compression phase than in the expansion phase. This has an influence on each set of pistons of the combustion engine in every single working cycle. Rotation effect in the working chamber
• a constructional solution for such a regulation according to the invention is based on pressure oil - controlled regulating technique.
• electron-controlled regulating technique which is not shown further herein, for regulating the compression ratio.
• FIG. 15 and 16 there is shown schematically an alternative solution of certain details in a cam guide device, as it is referred to herein by the reference numeral 112a, and of an associated piston rod, as shown by the reference numeral 148 as well as a pair of pressure spheres, as shown by the reference numerals 153 and 155.
• the cam guide device 112a :
• the cam guide device 12a is shown having a relatively space-demanding design with associated casters 53 and 55 arranged at the side of each other in the radial direction of the cam guide device 12a, that is to say with the one caster 53 arranged radially outside the remaining caster 55 and with the associated "sine" - grooves 54,55c illustrated correspondingly radially separated on each of their radial projections
• cam guide device 112a is shown with associated pressure spheres 153, 155 arranged in succession in the axial direction of the cam guide device 112a, that is to say with a sphere on each respective side of an indivi-
• the piston rod and thereby the associated sphere holder 148b can be adjusted into desired axial positions relative to the head portion 148a. This can inter alia facilitate the mounting of the sphere holder 148b and its associated sphere 153 relative to the annular flange 112.
• annular flange 112 is shown with a minimum thickness at obliquely extending portions of the annular flange, while the annular flange 112 can have in a manner not shown further a greater thickness at the peaks and valleys of the "sine" -curve, so that a uniform or largely uniform distance can be ensured between the spheres 153,154 along the whole periphery of the annular flange .
• a lubricating oil intake which internally in the C-shaped head portion 148a branches off into a first duct 101 to a lubricating oil outlet 102 in the upper sphere holder 148b and into a second duct 103 to a lubricating oil outlet 104 in the lower sphere holder 148c.
• pressure spheres 153,155 are shown according to Fig. 15 and 16.
• the pressure spheres 153,155 are mainly adapted to be rolled relatively rectilinearly along the associated "sine" - grooves 154,155a, but can in addition be permitted to be rolled sideways to a certain degree in the respective groove as required.
• the spheres 153 and 155 are designed identically, so that the sphere holders 148a, 148b and their associated sphere beds can also be designed mutually identically and so that the "sine" - curves 154,155a can also be designed mutually identically.
• the pressure spheres 153,155 are shown hollow and shell-shaped with a relatively low wall thickness. There are obtained hereby pressure spheres of low weight and small volume, and in addition there is achieved a certain elasticity in the sphere for locally relieving extreme pressure forces which arise in the sphere per se .
• a pair of guide rods 105,106 are shown which pass through internal guide grooves 107,108 along opposite sides of the head portion 148a of the piston rod 148.

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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)
• Combustion Methods Of Internal-Combustion Engines (AREA)
• Valve Device For Special Equipments (AREA)
• Carbon And Carbon Compounds (AREA)
• Cylinder Crankcases Of Internal Combustion Engines (AREA)
• Transmission Devices (AREA)
• Reciprocating Pumps (AREA)

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• 1997
  • 1997-04-25 NO NO971906A patent/NO306422B1/no unknown
• 1998
  • 1998-04-22 DK DK98920742T patent/DK0977938T3/da active
  • 1998-04-22 EP EP98920742A patent/EP0977938B1/de not_active Expired - Lifetime
  • 1998-04-22 PL PL98336380A patent/PL190094B1/pl not_active IP Right Cessation
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  • 1998-04-22 AU AU73518/98A patent/AU726948B2/en not_active Ceased
  • 1998-04-22 PT PT98920742T patent/PT977938E/pt unknown
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  • 1998-04-22 DE DE69806147T patent/DE69806147T2/de not_active Expired - Fee Related
  • 1998-04-22 CZ CZ19993777A patent/CZ291216B6/cs not_active IP Right Cessation
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  • 1998-04-22 CA CA002287378A patent/CA2287378A1/en not_active Abandoned
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