Crankless reciprocating machine

• US 5,031,581 A
• Filed: 08/15/1989
• Issued: 07/16/1991
• Est. Priority Date: 08/29/1988
• Status: Expired due to Term

• Current Assignee: Brian L. Powell
• Original Assignee: Brian L. Powell
• Inventors: Powell, Brian L.
• Primary Examiner(s): Okonsky, David A.
• Application Number:
  US07/394,136
• Time in Patent Office: 700 Days
• Field of Search: 123/58 AM, 123/58 BC, 123/56 AC, 123/56 C, 123/56 BC, 123/58 A, 123/58 AB
• US Class Current: 123/51.00B
• CPC Class Codes: F01B 3/0005 having two or more sets of cylinders or pistons
• 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 1/04 with fuel-air mixture admission into cylinder
• CPC Class Codes: F02B 2075/025 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

Abstract

The machine (e.g. an internal combustion engine or pump) has at least one cylinder 4 housing two opposed pistons 5 adapted to reciprocate in opposite directions and a common working chamber 13. A main shaft 1 carries two contoured tracks 3 each having opposed, axially facing, endless, substantially sinusoidal cam surfaces. Bearings 8 and 9 mounted on connecting rod 6 abut the cam surfaces so that reciprocation of pistons 5 imparts rotary motion to main shaft 1, or vice versa.

Claims

1. A crankless reciprocating internal combustion engine comprising at least one cylinder, two opposed pistons arranged to reciprocate in opposite directions along the longitudinal axis of each cylinder, the pistons defining a common combustion chamber therebetween, a main shaft disposed parallel to, and spaced from, the longitudinal axis of each cylinder, two axially spaced, endless, substantially sinusoidal tracks carried by the main shaft for rotation therewith, said tracks being interconnected with said pistons so that reciprocation of the pistons imparts rotary motion to the main shaft, characterized in that said substantially sinusoidal tracks are axially spaced from each cylinder and each comprises a radially extending flange contoured in an axial direction to define the endless, substantially sinusoidal track, the radially extending faces of the flange forming opposed, axially facing, endless, substantially sinusoidal cam surfaces, a connecting rod connected at one end to each piston, bearing means carried toward the other end of said connecting rod, said bearing means abutting each of the two opposed axially facing cam surfaces, and further characterized in that the main shaft is hollow, an output shaft located within the hollow main shaft, and a clutch for conveying drive from the main shaft to the output shaft.

2. A crankless reciprocating internal combustion engine comprising at least one cylinder, two opposed pistons arranged to reciprocate in opposite directions along the longitudinal axis of each cylinder, the pistons defining a common combustion chamber therebetween, a main shaft disposed parallel to, and spaced from, the longitudinal axis of each cylinder, two axially spaced, endless, substantially sinusoidal tracks carried by the main shaft for rotation therewith, said tracks being interconnected with said pistons so that reciprocation of the pistons imparts rotary motion to the main shaft, characterised in that said substantially sinusoidal tracks are axially spaced from each cylinder and each comprises a radially extending flange contoured in an axial direction to define the endless, substantially sinusoidal track, the radially extending faces of the flange forming opposed, axially facing, endless, substantially sinusoidal cam surfaces, a connecting rod connected at one end to each piston, bearing means carried toward the other end of said connecting rod, said bearing means abutting each of the two opposed axially facing cam surfaces, and further comprising a fuel rich chamber in communication with the common combustion chamber and an ignition device located in the fuel rich chamber.

3. An internal combustion engine as claimed in claim 2, characterised in that it comprises two or more cylinders symmetrically disposed around the main shaft.

4. An internal combustion engine as claimed in claim 2, characterised in that it comprises two cylinders, the pistons in one cylinder operating 180 degrees out of phase with the pistons in the other cylinder.

5. An internal combustion engine as claimed in claim 2, characterised in that the flanges are the mirror image of one another.

6. An internal combustion engine as claimed in claim 2, characterised in that the bearing means comprises a drive bearing abutting one cam surface and a tail bearing abutting the opposed cam surface.

7. An internal combustion engine as claimed in claim 6, characterised in that each flange has a continuously variable thickness to match the spacing between the drive bearing and the tail bearing.

8. An internal combustion engine as claimed in claim 6, characterised in that the abutting faces of the flange, the drive bearing and the tail bearing are tapered to provide uniform relative velocity across the abutting faces.

9. An internal combustion engine as claimed in claim 2, characterised in that the engine is adapted to operate as a two stroke engine.

10. A two stroke internal combustion engine as claimed in claim 9, characterised in that it is arranged to operate as both a diesel engine and a gas or petrol engine, wherein a combined glow plug and spark plug is provided for fuel ignition.

11. A two stroke internal combustion engine as claimed in claim 9, characterised in that a scavenge air port and an exhaust port are provided in the cylinder wall, said ports being opened and closed by movement of the pistons in the cylinder.

12. A two stroke internal combustion engine as claimed in claim 11, characterised in that the ports are positioned so that the exhaust port opens before the scavenge air port.

13. A two stroke internal combustion engine as claimed in claim 11, characterised in that means are provided to admit fuel into the cylinder shortly after the scavenge air port is closed.

14. A two stroke internal combustion engine as claimed in claim 13, characterised in that the flanges are modified to cause the pistons to dwell while the cylinder is being scavenged with air and is being charged with fuel.

15. A two stroke internal combustion engine as claimed in claim 9, characterised in that exhaust ports are provided at axially spaced positions in the cylinder wall, said exhaust ports being opened and closed by movement of the pistons in the cylinder.

16. A two stroke internal combustion engine as claimed in claim 15, characterised in that means are provided to admit scavenge air into the cylinder.

17. A two stroke internal combustion engine as claimed in claim 16, characterised in that means are provided to admit fuel into the cylinder when the admission of scavenge air ceases.