Opposed piston engine cam shape

• US 10,465,516 B1
• Filed: 03/04/2019
• Issued: 11/05/2019
• Est. Priority Date: 11/07/2018
• Status: Active Grant

• Current Assignee: HTS, LLC (Cards Neo LLC)
• Original Assignee: HTS, LLC (Cards Neo LLC)
• Inventors: Hilgert, Carlos Marcelo, Schneider, Gustavo Ludwig
• Primary Examiner(s): Moubry, Grant
• Application Number:
  US16/291,680
• Time in Patent Office: 246 Days
• CPC Class Codes: F01B 3/0005 having two or more sets of cylinders or pistons
• CPC Class Codes: F01B 3/002 Cylinders
• CPC Class Codes: F01B 3/0023 Actuating or actuated elements
• CPC Class Codes: F01B 3/0029 Casings, housings
• CPC Class Codes: F01B 3/007 Swash plate
• CPC Class Codes: F01B 3/0085 Pistons
• CPC Class Codes: F01B 3/04 the piston motion being transmitted by curved surfaces
• CPC Class Codes: F01B 3/045 by two or more curved surfaces, e.g. for two or more pistons in one cylinder
• CPC Class Codes: F02B 2075/1808 two
• CPC Class Codes: F02B 75/26 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
• CPC Class Codes: F02B 75/28 Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders arranged oppositely relative to main shaft F02B75/24
• CPC Class Codes: F02B 75/282 the pistons having equal strokes
• CPC Class Codes: F02B 75/32 Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
• CPC Class Codes: F02F 7/0009 Crankcases of opposed piston engines

Abstract

An opposed piston engine has a driveshaft with a spaced apart cams mounted thereon. Each cam has a circumferential cam shoulder of a curvilinear shape selected to enhance flow through intake and exhaust ports. The curvilinear shape may be a segmented polynomial shape forming lobes which lobes are asymmetrical so that the lobe wavelength distance from a first trough to the lobe peak of an ascending shoulder portion of the lobe is greater than the lobe wavelength distance from the peak to a second trough of a descending shoulder portion of the lobe. Opposing cam shoulders may be shaped so as to always be converging or diverging from one another.

Claims

1. An internal combustion engine comprising:

a driveshaft having a first end and a second end and disposed along a driveshaft axis;

a first cam mounted on the driveshaft, the first cam having a cam hub attached the driveshaft, and a circumferential cam shoulder extending around a periphery of the hub, the cam shoulder having a first cam diameter and a first segmented polynomial shape, the shoulder having at least two lobes formed by the polynomial shape, each lobe characterized by a peak positioned between a first trough and a second trough and a lobe wavelength between the two troughs, the peak having a maximum amplitude for the lobe, where the wavelength distance from the first trough to peak of an ascending shoulder portion of the lobe is greater than the wavelength distance from the peak to the second trough of a descending shoulder portion of the lobe;

a second cam mounted on the driveshaft spaced apart from the first cam, the second cam having a cam hub attached the driveshaft, and a circumferential cam shoulder extending around a periphery of the hub, the cam shoulder having a second segmented polynomial shape of constantly changing slope which second segmented polynomial shape has the same frequency as the first segmented polynomial shape, the shoulder having at least two lobes formed by the second polynomial shape, each lobe characterized by a peak positioned between a first trough and a second trough and a lobe wavelength between the two troughs, the peak having a maximum amplitude for the lobe, where the wavelength distance from the first trough to peak of an ascending shoulder portion of the lobe is greater than the wavelength distance from the peak to the second trough of a descending shoulder portion of the lobe,

wherein the number of lobes of the second cam corresponds with the number of lobes of the first cam;

a first combustion cylinder defined along a center cylinder axis, the combustion cylinder having a first end and a second end with an intake port formed in the cylinder between the first and second ends and an exhaust port formed in the cylinder between the intake port and the second end, the center cylinder axis being parallel with but spaced apart from the driveshaft axis, wherein a combustion chamber is defined within the cylinder between the two cylinder ends;

a first piston assembly disposed in the first cylinder end of the first combustion cylinder and an opposing second piston assembly disposed in the second cylinder end of the first combustion cylinder, the first piston assembly engaging the segmented polynomial shaped shoulder of the first cam and the second piston assembly engaging the segmented polynomial shaped shoulder of the second cam, each piston assembly movable between an inner dead center (IDC) position in which the piston assembly is fully extended in the combustion chamber away from its corresponding cam and an outer dead center position in which the piston assembly is fully retracted in the combustion chamber away from the inner dead center position; and

at least one fuel injector disposed adjacent a center of the combustion cylinder and in communication with said combustion chamber,

and

wherein the cams oppose one another so that the peak of a lobe of the first cam is substantially aligned with the peak of a lobe of the second cam, but no portion of first segmented polynomial shaped shoulder is parallel with a portion of second segmented polynomial shaped shoulder.

2. The internal combustion engine of claim 1, further comprising:

a second combustion cylinder having a first end and a second end, the second combustion cylinder defined along the center cylinder axis so as to be axially aligned with the first combustion cylinder;

a third piston assembly disposed in the first cylinder end of the second combustion cylinder; and

an opposing fourth piston assembly disposed in the second cylinder end of the second combustion cylinder, and

a first combustion cylinder defined along a center cylinder axis, the combustion cylinder having a first end and a second end with an intake port formed in the cylinder between the first and second ends and an exhaust port formed in the cylinder between the intake port and the second end, the center cylinder axis being parallel with but spaced apart from the driveshaft axis, wherein a combustion chamber is defined within the cylinder between the two cylinder ends.

3. The internal combustion engine of claim 1, wherein the combustion cylinder further comprises a cylinder wall with a combustion port formed in the cylinder wall between the intake and exhaust ports, wherein the exhaust port comprises a plurality of exhaust slots formed in the cylinder wall between the fuel injector and the second end, and the intake port comprising a plurality of intake slots formed in the cylinder wall between the fuel injector and the first end, wherein the intake port has an outer port edge and an inner port edge and the exhaust port has an outer port edge and an inner port edge, wherein the outer port edges are equidistance from the combustion port and the inner port edge of the exhaust port is closer to the combustion port than the inner port edge of the intake port.

4. The internal combustion engine of claim 1, further comprising a second combustion cylinder defined along a second combustion cylinder center cylinder axis, the second combustion cylinder having a first end and a second end with an intake port formed in the cylinder between the first and second ends and an exhaust port formed in the cylinder between the intake port and the second end, the second center cylinder axis being parallel with but spaced apart from the driveshaft axis, wherein a combustion chamber is defined within the cylinder between the two cylinder ends;

and at least one annular flow manifold extending at least partially around the driveshaft, the annular flow manifold fluidically connecting the ports of two or more combustion cylinders.

5. The internal combustion engine of claim 1, further comprising an engine block in which the driveshaft and combustion cylinder are supported, the engine block extends between a first end and a second end and includes an annular body portion therebetween, which annular body portion is characterized by an exterior surface in which is formed a first annular channel and a second annular channel spaced apart from one another, the first annular channel in fluid communication with the intake port of the combustion cylinder and the second annular channel in fluid communication with the exhaust port of the combustion cylinder.

6. The internal combustion engine of claim 1, wherein the piston assembly comprises a piston arm having a first annular body of a first piston arm diameter spaced apart from a second annular body having a second piston arm diameter substantially the same as the first piston diameter and interconnected by a neck having a diameter smaller than the first piston arm diameter, with a piston attached to the first annular body and a cam follower attached to the second annular body.

7. The internal combustion engine of claim 1, wherein the piston assembly comprises a piston arm having a first end and a second end, with a piston attached to the first end of the piston arm and a cam follower attached to the second end of the piston arm, wherein the cam follower assembly includes an elongated body having a first end and a second end, wherein the elongated body is generally cylindrically shaped at each end, which ends are interconnected by an arm, the elongated body having an axially extending first slot in formed in the body adjacent the first end and an axially extending second slot formed in the body adjacent the second;

a first roller mounted to the body in the first slot; and

a second roller mounted to the body in the second slot.

8. The internal combustion engine of claim 1, wherein the piston assembly comprises a piston arm having a first end and a second end, with a piston attached to the first end of the piston arm and a cam follower attached to the second end of the piston arm, wherein the piston is formed of an annular body having a first end attached to piston arm and a second end, with a crown formed at the second end of the annular body, the crown having an indention formed in an outwardly facing crown surface and a radially extending notch intersecting the indention.

9. The internal combustion engine of claim 1, further comprising:

a second combustion cylinder having a first end and a second end and defined along second center cylinder axis parallel with the first combustion cylinder central axis but radially spaced outward from the first combustion cylinder central axis;

a third cam mounted on the driveshaft between the first cam and the first driveshaft end, the third cam having a circumferential shoulder of a third cam diameter and a third segmented polynomial shape with a third frequency, the third cam diameter being larger than the first cam diameter;

a fourth cam mounted on the driveshaft between the second cam and the second end of the driveshaft, the fourth cam having a circumferential shoulder of a fourth segmented polynomial shape which fourth segmented polynomial shape has the same frequency as the third segmented polynomial shape.

10. The internal combustion engine of claim 1, further comprising a first radially extending lug formed along the driveshaft adjacent the first cam hub and a second radially extending lug formed along the driveshaft adjacent the first cam hub, a radial passage of the first set of radial passages terminating in a first ported lug outlet formed in the first lug and a radial passage of the second set of radial passages terminating in a second ported lug outlet formed in the first lug, a radial passage of the first set of radial passages terminating in a third ported lug outlet formed in the second lug and a radial passage of the second set of radial passages terminating in a fourth ported lug outlet formed in the second lug,

a first pressure chamber formed between the first lug and the first cam hub and a second pressure chamber, formed between the first lug and the first cam hub, the first ported lug outlet in the first lug in fluid communication with the first pressure chamber and the third ported lug outlet in the first lug in fluid communication with the second pressure chamber;

a third pressure chamber formed between the second lug and the first cam hub and a fourth pressure chamber formed between the second lug and the first cam hub, the second ported lug outlet in the second lug in fluid communication with the second pressure chamber and the fourth ported lug outlet in the second lug in fluid communication with the fourth pressure chamber.

11. An internal combustion engine comprising:

a driveshaft having a first end and a second end and disposed along a driveshaft axis;

a piston disposed to reciprocate along a piston axis, the piston axis being parallel with but spaced apart from the driveshaft axis, and

a first cam mounted on the driveshaft, the first cam comprising;

a first cam hub attached the driveshaft, and a circumferential cam shoulder extending around a periphery of the first cam hub, the cam shoulder having a first cam diameter and a first segmented polynomial shape, the shoulder having at least one lobe formed by the polynomial shape, each lobe characterized by a peak positioned between a first trough and a second trough and a lobe wavelength between the two troughs, the peak having a maximum amplitude for the lobe, where the wavelength distance from the first trough to peak of an ascending shoulder portion of the lobe is greater than the wavelength distance from the peak to the second trough of a descending shoulder portion of the lobe; and

a second cam mounted on the driveshaft and spaced apart from the first cam, the second cam comprising;

a second cam hub attached the driveshaft, and a circumferential cam shoulder extending around a periphery of the second cam hub, the cam shoulder having a second segmented polynomial shape which second segmented polynomial shape has the same frequency as the first segmented polynomial shape, the second cam hub shoulder having at least one lobe formed by the second polynomial shape, each lobe characterized by a peak positioned between a first trough and a second trough and a lobe wavelength between the two troughs, the peak having a maximum amplitude for the lobe, where the wavelength distance from the first trough to peak of an ascending shoulder portion of the lobe is greater than the wavelength distance from the peak to the second trough of a descending shoulder portion of the lobe,

wherein the number of lobes of the second cam corresponds with the number of lobes of the first cam; and

wherein the cams oppose one another so that the peak of a lobe of the first cam is substantially aligned with the peak of a lobe of the second cam, but no portion of first segmented polynomial shaped shoulder is parallel with a portion of second segmented polynomial shaped shoulder.

12. The internal combustion engine of claim 11, wherein the cams are substantially in phase so that the peak of each lobe of the first cam is aligned with and substantially mirrors a peak of each lobe of the second cam.

13. The internal combustion engine of claim 11, wherein each lobe is asymmetrical about its peak.

14. The internal combustion engine of claim 11, wherein a segment of the shoulder shape extending from a peak towards the second trough is linear, wherein the linear segment of the shoulder shape extending from a lobe peak has a slope greater than zero and less than 20 degrees.

15. The internal combustion engine of claim 13, wherein opposing lobes of the first and second cams each have a linear segment of the shoulder shape extending from the respective lobe peak, wherein the linear segments of the opposing lobes have a changing slope that is the same.

16. The internal combustion engine of claim 11, wherein a slope of the descending shoulder portion of a lobe of the first cam is the same as a slope of the descending shoulder portion of an opposing lobe of the second cam.

17. The internal combustion engine of claim 11, wherein the descending portions of the segmented polynomial shaped shoulder of the first cam have the same shape as the opposing descending portions of the segmented polynomial shaped track of the second cam.

18. The internal combustion engine of claim 17, wherein the ascending portions of the segmented polynomial shaped shoulder of the first cam have the same shape as the opposing ascending portions of the segmented polynomial shaped shoulder of the second cam.

19. The internal combustion engine of claim 17, wherein the ascending portions of the segmented polynomial shaped shoulder of the first cam have a different shape than the ascending portions of the segmented polynomial shaped shoulder of the second cam.

20. An internal combustion engine comprising:

a driveshaft having a first end and a second end and disposed along a driveshaft axis;

a piston disposed to reciprocate along a piston axis, the piston axis being parallel with but spaced apart from the driveshaft axis, and

a first cam mounted on the driveshaft, the first cam comprising

a cam hub attached the driveshaft, and a circumferential cam shoulder extending around a periphery of the hub, the cam shoulder having a first cam diameter and a first segmented polynomial shape, the shoulder having at least one lobe formed by the polynomial shape, each lobe characterized by a peak positioned between a first trough and a second trough, the lobe having an ascending shoulder portion between the first trough and the peak and a descending shoulder portion between the peak and the second trough, wherein the average slope of the ascending shoulder portion is greater than the average slope of the descending shoulder portion; and

a second cam mounted on the driveshaft and spaced apart from the first cam, the second cam comprising

a cam hub attached the driveshaft, and a circumferential cam shoulder extending around a periphery of the hub, the cam shoulder having a second segmented polynomial shape which second segmented polynomial shape has the same frequency as the first segmented polynomial shape, the shoulder having at least one lobe formed by the second polynomial shape, each lobe characterized by a peak positioned between a first trough and a second trough, the lobe having an ascending shoulder portion between the first trough and the peak and a descending shoulder portion between the peak and the second trough, wherein the average slope of the ascending shoulder portion is greater than the average slope of the descending shoulder portion,

wherein the number of lobes of the second cam corresponds with the number of lobes of the first cam; and

wherein the first segmented polynomial shaped shoulder and the second segmented polynomial shaped shoulder oppose one another so as to be constantly diverging or converging from one another.

21. The internal combustion engine of claim 20, wherein a segment of the shoulder shape extending from a peak towards the second trough is linear, wherein the linear segment of shoulder shape extending from a lobe peak has a slope greater than zero and less than 20 degrees.

22. The internal combustion engine of claim 20, wherein the first and second segmented polynomial shaped shoulders are symmetric in shape extending from a respective lobe peak to a point along the descending shoulder portion and asymmetric in shape along the shoulders extending from the respective second trough to the lobe peak.

23. A method for operating an internal combustion engine comprising:

moving a first cam follower along a first cam from a first position on the first cam in which a first piston is at inner dead center within a combustion cylinder to a second position on the first cam in which the first piston blocks flow through an intake port in the cylinder, and simultaneously moving a second cam follower along a second cam from a first position on the second cam in which a second piston is at inner dead center within the combustion cylinder to a second position on the second cam, so as to cause the second piston to open an exhaust port in the cylinder, wherein the respective piston move axially away from one another as the respective cam followers move from the first position to the second position;

continuing to move the first cam follower along the first cam from the second position to a third position on the first cam so as to cause the first piston to continue to move away from inner dead center and to open the intake port, and simultaneously moving the second cam follower along the second cam from the second position to a third position so as to cause the second piston to move away from the first piston while the exhaust port remains open to outer dead center for the second piston;

continuing to move the first cam follower along the first cam from the third position to a fourth position in which the intake port remains open, and simultaneously moving the second cam follower along the second cam from the third position to a fourth position so as to cause the second piston to close the exhaust port in the cylinder, wherein the respective piston move axially towards one another as the respective cam followers move from the third position to the fourth position;

continuing to move the first cam follower along the first cam from the fourth position to a fifth position so as to cause the first piston to move axially towards second piston and inner dead center, whereby movement of the first piston closes the intake port in the cylinder, and simultaneously moving the second cam follower along the second cam from the fourth position to a fifth position so as to cause the second piston to move axially towards the first piston and inner dead center; and

continuing to move the first cam follower along the first cam from the fifth position to the first position on the cam so as to cause the first piston to move axially towards second piston and inner dead center, and simultaneously moving the second cam follower along the second cam from the fifth position to the first position on the cam so as to cause the second piston to move axially towards the first piston and inner dead center.

24. The method of claim 23, wherein movement of the cam followers along their respective cams from the fourth position to the fifth position causes an inertial supercharging effect within the combustion chamber.

25. The method of claim 23, wherein movement of the cam followers along their respective cams from the second position to the third position initiates scavenging.

26. The method of claim 23, wherein movement of the cam followers along their respective cams from the third position to the fourth position causes uniflow scavenging.

27. The method of claim 23, wherein movement of the cam followers along their respective cams from the second position to the third position causes the Kadenacy effect within the combustion cylinder on combustion gases.

28. The method of claim 23, wherein the first and second pistons are in phase as the cam followers move along their respective cams from the first position to the second position, and the first and second pistons are out of phase as the cam followers move along their respective cams from the second position through the third, fourth and fifth positions back to the first position.

29. The method of claim 23, wherein the pistons are continually moving within the combustion cylinder during operation of the internal combustion engine.

30. The method of claim 23, wherein the pistons have a divergence rate as the cam followers move from the first position to the third position and a convergence rate as the cam followers move from the fourth position back to the first position, wherein the divergence rate of the pistons at the beginning of movement of the cam followers from the first position to the second position on their respective cams is uniform and occurs at a first divergence rate, and thereafter continued divergence of the pistons as movement of the cam followers continues from the first position to the second position on their respective cams is uniform and occurs at a second divergence rate higher than the first divergence rate.