WO2005008042A1 - Moteur lineaire optimise - Google Patents

Moteur lineaire optimise Download PDF

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Publication number
WO2005008042A1
WO2005008042A1 PCT/US2004/000095 US2004000095W WO2005008042A1 WO 2005008042 A1 WO2005008042 A1 WO 2005008042A1 US 2004000095 W US2004000095 W US 2004000095W WO 2005008042 A1 WO2005008042 A1 WO 2005008042A1
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WO
WIPO (PCT)
Prior art keywords
piston
rotor
bearings
engine
cylinder
Prior art date
Application number
PCT/US2004/000095
Other languages
English (en)
Inventor
Jesse Blenn
Original Assignee
Jesse Blenn
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Jesse Blenn filed Critical Jesse Blenn
Priority to BR0406473-9A priority Critical patent/BRPI0406473A/pt
Priority to AU2004258057A priority patent/AU2004258057A1/en
Priority to CA002512396A priority patent/CA2512396A1/fr
Publication of WO2005008042A1 publication Critical patent/WO2005008042A1/fr

Links

Classifications

    • 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • 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
    • F01B3/045—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 by two or more curved surfaces, e.g. for two or more pistons in one cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line

Definitions

  • This invention relates to combustion engines primarily; and to pumps, compressors, and fluid driven motors secondarily.
  • Standard connecting rod crankshaft engines suffer from numerous disadvantages and limitations: [004] (a) Standard engines have excessive vibration, especially as single cylinder units. The piston as it accelerates and decelerates creates reciprocating inertia forces, which cannot be balanced by the rotary motion of crankshaft counterweights. Such counterweights normally balance near 50% of reciprocating weight, but add vibration in other directions. Vibration of small engines contributes to operator fatigue, noise levels, short life span, and various and often unpredictable maintenance problems. Due to vibration problems, drive engines often are isolated from the load they drive, meaning a larger and less efficient system than integral construction would be.
  • crankshaft engines due to their configuration transmit power out of a closed crankcase by a sealed small diameter shaft, and then must attach a larger diameter power output hub. This entails splines, keyways, threaded shafts, etc. Generally another separate component is also attached for fan, igmtion, starter mechanism, accessory drive, etc. The results are added weight and specialized machining, with oil seals and added parts at both ends of the crankshaft.
  • Crankshaft four-stroke engines depend on a lubrication system that requires a pressure pump and stable horizontal orientation. This limits or denies their use in inclined and inverted operation, as in chain saws and other power tools, and requires added systems and complexity to allow use in aerobatic airplanes.
  • Crankshaft four-stroke engines require a volume of oil for adequate lubrication, cooling, and consumption, which adds to engine weight with no mechanical benefit, putting them at a weight disadvantage compared to two-stroke engines. Additionally, if water-cooled these engines require a separate and complex system including radiator, pump, external hoses, etc. with weight penalties, maintenance problems, and no mechanical advantage.
  • Crankshaft engines are very unsymmetrical, especially the four-stroke types, leading to high costs in engineering and manufacture. Due to offset components such as the camshaft and its gearing, the oil pump, cylinder placement at ninety degrees to crankshaft axis, etc., the cross-sectional area is large, leading to high drag in aeronautical applications, and limiting use in circular spaces. Due to lack of axial symmetry, the majority of engine components must be intricate castings or forgings, and thus they do not lend themselves to rapid or easily automated manufacture from extrusions or flat stock components. This also makes the setup for manufacture, and model changes later, both slow and costly, restricting both the size and location of engine manufacturers to generally large ones in developed countries. At the same time repair parts tend to be specialized and costly. This has led to high repair costs, trade deficits, and lack of self-sufficiency in smaller and poorer countries.
  • crankshaft two-stroke cycle engines the combined volume of both crankcase and variable under-piston volume is used as a pump to ingest the intake mixture of air, fuel, and oil.
  • the varying movement of the connecting rod would make sealing the area below the piston from the rest of the crankcase cavity very difficult. If this were practical it could be used to advantage for simple supercharging in both two and four-stoke engines, air compression, direct drive to reciprocating pumps, etc.
  • crankcase for intake pumping precludes the use of more reliable oil-lubricated power output bearings in a separate cavity.
  • crankshaft engine With modern materials, computed aided design and manufacturing, and fuel use and air pollution concerns, viable alternatives to the crankshaft engine should be investigated. Many other types of engines have been proposed, some tested, and in a few rare cases put into production, such as the Wankel rotary and the cam track DynacamTM engine. However even these have not been optimum, especially in the areas of exliaust emissions and economy of manufacture and have had generally limited success.
  • Wankel could be used in virtually every application now using piston engines. It has disadvantages, though, including:
  • Wankel rotary engine cost of manufacture is high.
  • the necessary optimum clearances and large flat combustion chamber areas to seal require higher cost production processes and materials.
  • Wankel rotary engine air pollution is more of a problem due to varying combustion chamber temperatures and sealing problems. Techniques used to control emissions in standard crankshaft engines are often not directly applicable to the Wankel rotary engine. These appear to worsen more with age than with standard engines.
  • Wankel rotary engine repair services and parts are more costly and are not widely available due to few mechanics and parts manufacturers being familiar with the very different technology used.
  • an external rotary drum (rotor) system replaces the connecting rod, crankcase, and crankshaft of a conventional piston engine. This converts the reciprocating motion of the piston or pistons to rotary motion of the rotor, and incorporates multiple improvements over the prior art.
  • An integral lubrication and cooling system captures the dynamic pressure of lubricant spinning with the rotor, providing a source of pressurized lubricant and/or coolant, enhanced flywheel effect, and operational advantages.
  • a balancer of weight equal to the piston assembly reciprocates on the same axis as the piston assembly, in opposite directions.
  • Fig 1 is an isometric view of the preferred embodiment of the invention as adapted to propeller aircraft use.
  • Fig 2 is an isometric view showing the main stationary and reciprocating components of the engine.
  • Figs 3A to 3C are isometric views showing the piston and balancer assemblies and their manner of assembly.
  • Fig 4 is an isometric view showing the main rotary components.
  • Fig 5 is a graphical representation of the cam track output means of Fig 4.
  • Fig 6A is a side cross-sectional view of the rotor assembly 50 of Fig 2.
  • Fig 6B is a side cross-sectional view of the stator 44 of Fig 2.
  • Fig 6C is an end cross-sectional view of the assembled rotor and stator of Fig
  • Fig 7A is a partial side cross-sectional view of the assembled rotor and stator of Fig 1, showing details of the lubrication system.
  • Fig 7B is an end cross-sectional view of the assembled rotor and stator of Fig 1, showing details of the lubrication system.
  • Fig 7C is a partial side cross-sectional view of the stator 44 of Fig 6B, showing details of the lubrication system.
  • Fig 8 is an alternate embodiment using a second piston in the same cylinder.
  • Fig 9 is a schematic representation of the operation of a compound four-stroke cycle engine using the alternate embodiment of Fig 8.
  • Fig 10 is an alternate embodiment using a second piston in a second cylinder.
  • Fig 11 is an alternate embodiment bearing arrangement to reduce diameter.
  • Fig 12 is an alternate embodiment showing an exhaust port shield for two- stroke engines.
  • Fig 13 is an alternate embodiment showing a multiple cylinder version.
  • stator assembly 42 cylinder mount studs
  • stator 75 oil orifice to rotor bearing
  • FIG 1 depicts the preferred embodiment of the present invention, an aircraft engine.
  • a cylinder assembly 20 is assembled to a stator 44, supported on an engine mount 90 by means of engine mount bolts 92.
  • a rotor assembly 50 spins coaxially with the longitudinal axis of the cylinder assembly, imparting rotary motion to a propeller 95, over the central portion of which is mounted a sitearnlined spinner 98.
  • Fig 2 shows the engine in partially exploded form, with stationary and reciprocating components clarified.
  • the cylinder assembly (20 of Fig 1) comprises a cylinder 22 with a valve cover 24, and an intake 28A and exhaust 28B, to which may be attached prior art carburetion and exhaust systems (not shown).
  • a cam follower box 26 houses prior art valve actuation means, which drive prior art intake and exhaust valves through pushrods housed in pushrod tubes 27. Igmtion is provided by an ignition coil 84 excited by rotating ignition magnets 58 on the rotor assembly 50, supplying energy to a spark plug 88.
  • a piston/balancer assembly 30 is further described in Figs 3 A to 3C.
  • Cylinder mount studs 42 attach the cylinder 22 to the stator 44, which incorporates drive slots 43.
  • a thrust plate 46 attaches to the stator 44 by means of thrust plate bolts 49.
  • the thrust plate 46 includes dynamic oil pickups 37, in the form of drilled passages.
  • the thrust plate 46 is assembled between components of the rotor assembly 50, thus locating the rotor assembly in position to rotate upon the stator 44.
  • the propeller 95 attaches to the rotor 50 and is covered by the spinner 98.
  • Fig 3A shows a piston 32 mounted upon a piston tube 36, integral with a cross tube 34, upon each end of which mount a stator drive slot bearing 64, an inner cam plate bearing 65 A, and an outer cam plate bearing 65B, secured by bearing retainers 39.
  • a dynamic oil pickup 37 protrudes from the bearing retainer 39 on each end of the cross tube 34, and serves to capture lubricating oil under pressure which is led to the interior of the cross tube 34 for distribution as suitable to lubricate and cool the various mechanical components, as will be better understood by reference to Fig 7B.
  • Fig 3B shows a balancer 33 which in operation is of essentially the same weight as the piston 32 of Fig 3 A.
  • the balancer 33 includes a balancer bearing sleeve 63 which is free to reciprocate upon the piston tube 36 of Fig 3A.
  • the balancer includes stator drive slot bearings 64 and inner and outer cam plate bearings 65A and 65B in the same positions as on the piston cross tube, and may also include dynamic oil pickups 37 as shown.
  • the piston/balancer assembly 30 consists of the shdeable joining of the two assemblies of Figs 3 A and 3B.
  • Fig 4 shows the engine in exploded form with the main rotating components clarified.
  • the streamlined spinner 98 covers the attachment area of the propeller 95, where it is attached to an end plate 56 by means of propeller bolts 99.
  • Rotor bolts 59 are used to rigidly assemble an inner cam plate 52, a drum 55, and an outer cam plate 53 to the end plate 56 to form a torsionally rigid unit.
  • the thrust plate 46 is sandwiched between the end plate 56 and the outer cam plate 53 with a small clearance allowing rotation, and is rigidly attached by the thrust plate bolts 49 to the stator assembly 40, thus fixing the longitudinal position of the rotor assembly (50 of Fig 1) and carrying rotor end loads.
  • the thrust plate 46 may include notches as the four shown to build dynamic pressure for entry of lubricating oil into passages within the thrust plate 46, as further seen in Fig 7C.
  • One or more inspection plugs 57 allow inspection of bearings, changing of oil, etc.
  • Indexing notches or pins (not shown) positively locate the drum 55 in position on the cam plates 52 and 53, with oil retained by rubber O-ring or similar means.
  • the cam plates 52 and 53 form an open bearing groove of sinusoidal shape, as will be graphically described in Fig 5 and seen in Fig 6A.
  • Cam plates 52 and 53 include a bearing surface 54, allowing their rotation on the stator assembly 40 with minimum friction.
  • Fig 5 is a graphical representation of the movements imparted to the piston and balancer bearings 65A and 65B of Figs 3A and 3B by the inner and outer cam plates, shown over 360 degrees of rotation. These resemble a mathematical or electrical sine wave. Alternately, it can be understood to represent the pattern cut into the inner and outer cam plates 52 and 53 of Fig 4, as if the cylindrical form of these were "unrolled".
  • Fig 6A shows the rotor assembly 50 of Fig 2 in cross-section, whereby the assembly of the four components inner cam plate 52, drum 55, outer cam plate 53, and end plate 56, by means of the rotor bolts 59 (one shown) can be seen. Also shown are the propeller mount bolts 99 (one shown) which attach the propeller (95 of Fig 1) to the end plate 56. On assembly as shown, it can be seen that a groove is provided between outer cam plate 53 and end plate 56, wherein the thrust plate (46 of Fig 2) is to be located.
  • Fig 6B shows in its upper portion the stator 44 in side cross-sectional view where the locations of the stator drive slots 43 may be seen.
  • Fig 6C shows the components of Figs 6 A and 6B assembled with those of Fig
  • the piston rod 36 by means of the cross tube 34 and the balancer 33 include sets of bearings 64, 65A, and 65B. Dynamic oil pickups 37 are provided, which operation will be better understood by reference to Fig 7B.
  • the stator 44 shows in cross-section the arrangement whereby the stator drive slot bearings 64 are located and output torque is thus transmitted to the stator.
  • the assembly of outer cam plate 53, inner cam plate 52, and drum 55 rotates as a unit upon the stator 44, while the piston and balancer and assembled bearings reciprocate but do not rotate.
  • the location of the inner cam plate 52 is shown for better understanding of its relative position, though it would not actually be visible if looking toward the propeller end of the engine.
  • the drive slot bearing 64 is subject to a relatively low speed alternating rotation.
  • the cam plate bearings 65A and 65B are subject to high speed rotation, and align with the inner and outer cam plates 52 and 53 at different radial distances from the center axis, providing two separate but coaxial cam surfaces for bearing contact, thus eliminating bearing rotation reversals with reversing reciprocal forces on the bearings as in most prior art patents.
  • the orientation of the balancer bearings at an angular spacing of 90 degrees from those of the piston bearings assures a reciprocal movement exactly opposite that of the piston, as shown graphically in Fig 5,thus fully balancing the reciprocal inertia forces of the piston for smoothness of operation.
  • Fig 7A shows the assembled components of Figs 6A through 6C in partial cross-sectional view, and includes details of the lubrication system.
  • the operating location of the piston and balancer 30 is more clearly shown, with the outer cam plate bearing 65B at the top of its stroke, at which time the piston (32 of Fig 3 A) is at the bottom of its stroke.
  • the assembled location of the thrust plate 46 and its thrust plate bolts 49 are shown.
  • the assembled components including the inner cam plate 52, drum 55, outer cam plate 53, and end plate 56 form a hollow chamber, which revolves on the stator 44 in the direction shown by the downward pointing arrow. In operation this formed chamber holds a volume of lubricating oil 77, which rotates or spins with the assembly.
  • the dynamic oil pickups 37 which here reciprocate but do not revolve, thus capture pressurized oil from the volume of spinning lubricating oil 77, from which it is conducted by dynamic pressure to within the piston or balancer assembly 30 to be distributed where needed, as for example by an oil passage in the piston or balancer 73.
  • Fig 7B shows the assembled rotor and stator cross-section of Fig 6C, and includes added details of the lubrication system.
  • lubricating oil 77 spins clockwise as shown by the external arrow together will the drum 55, and is captured by the dynamic oil pickups 37, from which it is conducted inward by oil passages in the piston/balancer 73, being available at any point to lubricate bearings, piston, etc.
  • Fig 7C shows other details of the lubrication system, where a partial cut-away of the assembled stator 44 with thrust plate 46 attached by thrust plate bolts 49 shows by dotted lines oil passages in stator 74 which supply pressurized oil for oil orfices to rotor bearings 75, or any other need for oil, as for example to valve components, oil pressure gauge sender, external oil filter, etc.
  • the periphery of thrust plate 46 may be notched as visible in Fig 4 or on either side (not shown) to create positive dynamic pressure at the dynamic oil pickups 37.
  • Fig 8 is an alternate embodiment of the assembled piston/balancer 30 of Fig
  • the balancer 33 includes a secondary piston 101 which operates coaxially in the same cylinder as the first or combustion piston 32.
  • the effective stroke of the cylinder volume between the two pistons 32 and 32 is twice the stroke of the preferred embodiment, and can be achieved by simply extending the cylinder bore of the cylinder (22 of Fig 2) further into the stator (44 of Fig 2), with a minor increase in engine length and with little added complexity.
  • This embodiment can be used to supercharge the intake transferred to the combustion chamber above piston 32, for substantially increased power output or, as in aircraft, full rated power up to high altitudes. Also by this means in both two stroke and four stroke engines the rotor assembly and its bearings are permitted to operate in a permanent oil- lubricated environment with a very minimum of dilution or contamination from combustion gases blown by the piston rings.
  • a rotary valve system similar to that used on many two-stroke cycle engines may be integral with, attached to, or driven directly by the cam plate. This could control flow into and from the resulting inter-piston chamber and allow its transfer into the combustion chamber at the appropriate time. Also a prior art reed valve system could be used. For two- stroke cycle use a theoretical 100% (twice combustion chamber volume per cycle) supercharging is thus provided, and for four-stroke use a theoretical 300% (four times combustion chamber volume per cycle) supercharge is provided. Actual effect will be less, and a four-stroke system would include a charge storage chamber, doubling as intercooler, to hold that charge compressed during the power stoke of the combustion piston, the total charge to be transferred on the intake stroke of the combustion piston.
  • Fig 9 is a schematic representation of how the embodiment of Fig 8 can be applied to the operation of a compound four-stroke cycle engine.
  • both pistons are shown at a mid-position of their four strokes, at the different stages of 45, 135, 225, and 315 degrees of rotor rotation past bottom center.
  • the combustion piston 32 is mounted on piston tube 36, by which it is driven from the cam means best illustrated in Fig 7 A.
  • a secondary piston 101 as also shown in Fig 8, reciprocates in the same cylinder 22 with equal and opposite movement imparted by balancer 33, to which it is attached.
  • a combustion chamber above the piston 32 is filled by an intake 28A and emptied by an exhaust 28B, through conventional valves.
  • a primary intake 102 is the first inlet for air or air/fuel mix.
  • a secondary exhaust 104 serves as the final outlet for burnt gases.
  • the four manifolds or passages shown in the four schematic representations are timed in their interconnection with an inter-piston port 106 by means of a rotary valve 108, driven from or attached to the inner cam plate 52 of Fig 4. By this port 106 or multiple similar ones the inter-piston volume is both filled and emptied as the pistons 32 and 101 move apart and together.
  • An intercooler 110 and associated manifold serves to cool and store pressurized charge for the coming intake into the combustion chamber.
  • Fig 10 shows a second piston embodiment wherein the secondary piston 101 is attached to the balancer 33 to operate in a second cylinder (not shown) at the opposite end of the engine from the first piston 32, attached to its piston tube 36. It can be appreciated that under some situations this embodiment can be advantageous, as for example where the secondary piston 101 is used directly as an air compressor, or where a small diameter high pressure pump piston replaces the secondary piston 101. [098] Several other combination arrangements and embodiments not shown are possible.
  • extension of both the piston rod 36- with attached piston 32 - and the balancer 33 - with attached piston 101- in both directions can give a supercharged two-stroke or four stroke, or compound four-stroke, engine driving a compound compressor or double- acting pump at the end opposite the combustion chamber, without increasing the number of moving parts.
  • any desired compound ratios may be obtained.
  • the mechanism described can also be used as a single or double-ended simple or compound compressor or pump driven by an outside power source (electrical or by belts), with three moving parts plus bearings.
  • an outside power source electrical or by belts
  • a cylindrical cross pin of weight equal to the piston can replace the balancers shown, and operate with clearance in a slot in a single or two-ended piston assembly, of a stretched letter "O" shape.
  • an electrical generator or motor rotor can be incorporated integral with the rotor for compact low-vibration generator or compressor units, integral engine driven or electric powered.
  • a combination of both a generator rotor and compressor pistons can be driven integral with the same engine (gasoline, Diesel, two stoke, four-stroke, compound or supercharged) for a universal field power system, with great economy of size, weight, cost and practicality.
  • FIG 11 shows an alternate embodiment to reduce rotor diameter and eliminate the stator drive slot bearings (64 of Fig 3 A).
  • This is shown as a twin piston version with combustion piston 32 and secondary piston 101.
  • cam plate bearings 65 are spaced longitudinally on an extended balancer 33, and a cross member 35, which replaces the cross tube 34 of Fig 3 A.
  • These extended generally flat surfaces reciprocate in slots in the stator relatively narrower than the bearings 65, thus allowing a large flat sliding bearing area and a smaller diameter stator as compared to the preferred embodiment, without losing strength.
  • the bearings 65 in operation operate upon the two surfaces of a single cam track projecting internally from the rotor, as can best be appreciated by reference to Fig 13, a multi- cylinder version which also uses a single cam track (53 of Fig 13) projecting inward from a drum (55 of Fig 13).
  • Fig 12 shows one alternate embodiment using an exhaust port shield for a two- stroke engine. Piston, balancer, and bearing components are here omitted.
  • Engine mounts 90 supports a cylinder assembly 20 for vertical operation.
  • a rotor assembly 50 includes an inner cam plate 52, to which is attached an exhaust port shield 29. On assembly the port shield 29 aligns with the exhaust 28B. As the rotor 50 rotates the cutouts in the port shield 29 align with the exhaust to cover it at a time when the internal ports (not shown) are still uncovered by the piston (32 of Fig 3 A). As shown the shield 29 operates in a slot in the muffler 23.
  • the exhaust 28B opens internally by means of prior art piston timed ports soon enough to allow efficient expelling of burnt gases, yet closes externally by the shield 29 soon enough to keep the fresh charge of air and fuel from exiting out the muffler 23, thus increasing power and fuel economy, and reducing pollution due to unburnt gases.
  • the shield may be external to the muffler, operate horizontally or at an angle, be only a portion of a cylinder or disk, or be driven indirectly from the cam plate 52.
  • a cylinder assembly 20 is supported by motor mounts 90 and carries multiple double-ended pistons 32 reciprocating parallel to a rotor 50.
  • a camshaft 25 carries the rotor, supported by a bearing surface54, with axial thrust carried by a thrust plate 46, here with an integral cam for valve operation and covered by a valve cover 24.
  • the pistons 32 are elongated and double-ended to include a lower compression chamber opposite the combustion chamber shown at the top. By means of two cam plate bearings each, the pistons engage an outer cam plate 53, whose working surface contour is shown by hidden fines.
  • a drum 55 supports the cam plate 53 and encloses a supply of lubricating oil 77, which spins with the assembly of drum 55, cam plate 53, and cam shaft 25.
  • the embodiment shown eliminates the need for a balancer (33 of figure 3B). Four pistons is likely optimum, leaving room for manifolds for intake and transfer to and from the bottom of the piston, prior art rotary or reed valving means for this, etc.
  • Lubricating and cooling oil is captured by a dynamic oil pickup 37 and thereby conducted by an oil passage in the stator 74 to be used where necessary.
  • a dynamic oil pickup 37 With multiple cylinders, multiple such dynamic oil pickups 37 are allowed and may be located between the cylinders, including in positions higher than that shown.
  • an oil-based cooling system which is integral with the engine, needs no external hosing or radiators, does not need to be pressurized or subject to leaks or added maintenance, and which uses ah expanded system of dynamic oil pickups 37 to eliminate the need for a mechanical coolant pump.
  • the camshaft may include an integral extension in the form of rotor shaft 51 to locate or drive external components, while large diameter components, as the generator/motor for a hybrid gasoline/electric automobile may be mounted directly and independently to the rotor assembly 50.
  • the engine can be easily canted at an angle if desired for lower height, with belt-driven accessories driven by an extension of the camshaft.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Reciprocating Pumps (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)

Abstract

Cette invention concerne un moteur thermique, un compresseur, une pompe, ou un moteur hydraulique améliorés mono- (20, figure 1) ou multi-cylindre (20, figure 13) dans lesquels un rotor normalement cylindrique (50) extérieur à des paliers menants ou menés (64, 65, 65A, 65B) présente un chemin de came déterminé (entre 52 et 53) pour la transformation du mouvement alternatif linéaire du piston (32) en un mouvement rotatif. Deux chemins de came (52, 53) peuvent être décalés coaxialement pour la rotation unidirectionnelle continue desdits paliers.
PCT/US2004/000095 2003-01-03 2004-01-02 Moteur lineaire optimise WO2005008042A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
BR0406473-9A BRPI0406473A (pt) 2003-01-03 2004-01-02 Mecanismo e motor de múltiplos cilindros aperfeiçoados, bomba ou compressor
AU2004258057A AU2004258057A1 (en) 2003-01-03 2004-01-02 Optimized linear engine
CA002512396A CA2512396A1 (fr) 2003-01-03 2004-01-02 Moteur lineaire optimise

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US43787503P 2003-01-03 2003-01-03
US60/437,875 2003-01-03

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WO2005008042A1 true WO2005008042A1 (fr) 2005-01-27

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AU (1) AU2004258057A1 (fr)
BR (1) BRPI0406473A (fr)
CA (1) CA2512396A1 (fr)
WO (1) WO2005008042A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102689259A (zh) * 2011-03-22 2012-09-26 苏州宝时得电动工具有限公司 磨砂工作头及使用该磨砂工作头的磨砂工具
CN102689262A (zh) * 2011-03-22 2012-09-26 苏州宝时得电动工具有限公司 磨砂工作头及使用该磨砂工作头的磨砂工具
CN102689261A (zh) * 2011-03-22 2012-09-26 苏州宝时得电动工具有限公司 磨砂工作头及使用该磨砂工作头的磨砂工具
RU2528485C1 (ru) * 2013-07-16 2014-09-20 Григорий Никитович Авраменко Бескривошипный одноцилиндровый двигатель внутреннего сгорания

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102689259A (zh) * 2011-03-22 2012-09-26 苏州宝时得电动工具有限公司 磨砂工作头及使用该磨砂工作头的磨砂工具
CN102689262A (zh) * 2011-03-22 2012-09-26 苏州宝时得电动工具有限公司 磨砂工作头及使用该磨砂工作头的磨砂工具
CN102689261A (zh) * 2011-03-22 2012-09-26 苏州宝时得电动工具有限公司 磨砂工作头及使用该磨砂工作头的磨砂工具
RU2528485C1 (ru) * 2013-07-16 2014-09-20 Григорий Никитович Авраменко Бескривошипный одноцилиндровый двигатель внутреннего сгорания

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