Optimized high pressure internal combustion engines

• US 5,058,537 A
• Filed: 04/21/1989
• Issued: 10/22/1991
• Est. Priority Date: 04/21/1989
• Status: Expired due to Fees

• Current Assignee: Ana Paul, Paul, Marius A.
• Original Assignee: Ana Paul, Paul, Marius A.
• Inventors: Paul, Marius A., Paul, Ana
• Primary Examiner(s): Kamen, Noah P.
• Application Number:
  US07/341,533
• Time in Patent Office: 914 Days
• Field of Search: 123/51 A, 123/51 AA, 123/51 BB, 123/51 B, 123/51 BA, 123/52 A, 123/65 BA, 123/193 P, 123/193 CP, 123/197 AB, 123/197 AC, 123/299, 60/607, 60/609, 60/612, 60/624
• US Class Current: 123/51.0BA
• CPC Class Codes: F01B 7/14 acting on different main shafts
• CPC Class Codes: F01P 2003/005 the liquid being fuel
• CPC Class Codes: F01P 2003/006 the liquid being oil
• CPC Class Codes: F02B 25/08 Engines with oppositely-moving reciprocating working pistons
• CPC Class Codes: F02B 75/065 with double connecting rods or crankshafts
• CPC Class Codes: F02B 75/16 Engines characterised by number of cylinders, e.g. single-cylinder engines F02B75/26 takes precedence
• 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: F16J 1/22 with universal joint, e.g. ball-joint

Abstract

An improved high pressure, high r.p.m. engine having a single cylinder with opposed pistons reciprocating in the cylinder and each piston being connected to dual connecting rods that are connected to counterrotating crankshafts, the cylinder having a central collar between the heads of the opposed pistons that form a specially configured combustion chamber for high turbulence mixture of air and fuel injected from a plurality of fuel injectors peripherally arranged around the cylinder, the pistons being operated with a cycle phase shift to prolong the period of peak compression and provide a double squish action for improved fuel air mixture, the air being supplied under high compression from a counterrotating turboblower assembly that is in part driven by the engine drive train and in part driven by the expansion gases of the combustion process, the engine being provided with specially designed high pressure pistons that have an axially symmetrical piston head and a spherical bearing mount to a wrist pin assembly having dual rolling wrist pins for eliminating side thrust of the piston head and maximizing the projected surface area for transmission of piston thrust forces from a piston head to the connecting rods and crankshafts.

Claims

1. An internal combustion engine comprising an engine housing including a cylinder with a circular cross section with opposed pistons reciprocal in the cylinder, and at least one fuel injector for injecting fuel into the cylinder, the cylinder having:

a central regional combustion chamber comprising a constricted portion of the cylinder with a central bore open to the opposed pistons for concentrating and mixing air compressed by the pistons and fuel injected by the injector,

wherein the constricted portion of the cylinder is formed with a constriction collar having side faces, wherein the pistons each have a piston head with a top face portion that positions opposite and proximate one of the side faces when the pistons are at top dead center, wherein a squish of compressed air is forced from between the side face of the collar and the top face of the piston to improve turbulent mixing of fuel injected into the central regional combustion chamber, and wherein the collar forms a central bore having a cross sectional area that is non-circular such that the squish of compressed air forced from between the side face of the collar and the top face of the piston is not uniformly radially directed.

2. The engine of claim 1 wherein the side faces of the collar and the top face portion of the pistons are flat.

3. The engine of claim 1 wherein the central bore has a cross sectional area that is substantially square in configuration.

4. The engine of claim 1 wherein the central bore has a cross sectional area that is substantially triangular in configuration.

5. The engine of claim 1 wherein the central bore has a cross sectional area that is substantially clover shaped in configuration.

6. The internal combustion engine of claim 1 in combination with a unitary, counterrotating turboblower, wherein the engine has a drive train an exhaust means for exhausting combustion gases from the engine, and, the turboblower has a first compressor rotor with a first shaft connectable to the drive train of the engine and operable in a first rotary direction, a second compressor rotor with a second shaft, and a turbine rotor connected to the second shaft wherein the turbine rotor communicates with the exhaust means and drives the second compressor rotor in a rotary direction counter to the direction of rotation of the first compressor rotor by expanding exhaust gases with the compressor rotors having a common axis of rotation and being staged for compressing air for the engine wherein air compressed by one compressor rotor rotating in one direction is dischargeable directly to the other counterrotating compressor rotor.

7. The internal combustion engine of claim 6 wherein the turboblower has further a second turbine rotor connected to the first shaft.

8. The internal combustion engine of claim 7 wherein the turbine rotors are staged with exhaust gases in the rotor connected to the first shaft being further expanded in the second rotor.

9. An internal combustion engine comprising an engine housing including a cylinder with opposed pistons reciprocal in the cylinder, and at least one fuel injector for injecting fuel into the cylinder, the cylinder having:

a central regional combustion chamber comprising a constricted portion of the cylinder with a central bore open to the opposed pistons for concentrating and mixing air compressed by the pistons and fuel injected by the injector,

wherein the constricted portion of the cylinder is formed with a constriction collar having side faces, wherein the pistons each have a piston head with a top face portion that positions opposite and proximate one of the side faces when the pistons are at top dead center, wherein a squish of compressed air is forced from between the side face of the collar and the top face of the piston to improve turbulent mixing of fuel injected into the central regional combustion chamber, and wherein the cylinder has intake ports proximate the top face portion of the piston head of one of the pistons when that piston is at bottom dead center and the cylinder, has exhaust ports proximate the top face portion of the other piston when that piston is at bottom dead center, the cylinder, the intake ports, and the exhaust ports each having an effective cross sectional area, wherein the collar forms a central bore with a cross sectional area which is smaller than the effective cross sectional area of the cylinder and larger than the effective cross sectional area of the intake ports which in turn is larger than the cross sectional area of the exhaust ports.

10. An internal combustion engine comprising an engine housing including a cylinder with opposed pistons reciprocal in the cylinder, and at least one fuel injector for injecting fuel into the cylinder, the cylinder having:

a central regional combustion chamber comprising a constricted portion of the cylinder with a central bore open to the opposed pistons for concentrating and mixing air compressed by the pistons and fuel injected by the injector,

wherein the constricted portion of the cylinder is formed with a construction collar having side faces, wherein the pistons each have a piston head with a top face portion that positions opposite and proximate one of the side faces when the pistons are at top dead center, wherein a squish of compressed air is forced from between the side face of the collar and the top face of the piston to improve turbulent mixing of fuel injected into the central regional combustion chamber, wherein the internal combustion engine includes a first crank assembly connected to one of the opposed pistons and a second crank assembly connected to the other of the opposed pistons and the crank assemblies each have a cycle of operation with one cycle having a phase shift from the other cycle, wherein one piston has a top face portion that positions proximate the opposite side face of the constriction collar prior to the positioning of the top face portion of the other piston proximate to the other side face of the constriction collar wherein a sequential double squish of compressed air is forced from between the respective side faces of the collar and the top face portions of the pistons for further improved turbulent mixing of fuel injected into the central combustion chamber, and wherein the engine includes at least one additional fuel injector and means for sequentially injecting fuel into the central regional combustion chamber in timed coordination with the sequential double squish of compressed air in the cylinder with one fuel injector injecting fuel proximate the time of the first piston squish and with the other fuel injector injecting fuel proximate the time of the second piston squish.

11. The engine of claim 10 wherein the fuel injector means has control means for injecting a first fuel spray into the central regional combustion chamber for one of the injectors proximate the time of the first piston squish and injecting a second fuel spray into the central regional combustion chamber from the other of the injectors proximate the time of the second piston squish, the injection from the first injector continuing with the injection from the second injector.

12. The engine of claim 11 wherein the control means comprises a fuel supply system having electronic control valves and a processor for electronically activating the control valves.

13. The engine of claim 12 wherein the processor includes input sensing means for optimizing the activation of the control valves according to sensed engine conditions such as load, power, speed, emission content and operator demand.

14. The engine of claim 10 wherein the phase shift is approximately fifteen degrees of a three hundred sixty degree cycle.

15. An internal combustion engine comprising an engine housing including a cylinder with opposed pistons reciprocal in the cylinder, and at least one fuel injector for injecting fuel into the cylinder,

a central regional combustion chamber comprising a constricted portion of the cylinder with a central bore open to the opposed pistons for concentrating and mixing air compressed, by the pistons and fuel injected by the injector, and comprising further a dual connecting rod assembly connected to each of the opposed pistons each connecting rod assembly having two connecting rods connected to counterrotating crank shafts, each connecting rod having a wrist pin which in a paired arrangement form dual, rolling contact, wrist pins engageable as a pair with each piston, wherein the pistons have a piston assembly including:

an axially symmetrical piston head with a top face, a cylindrical side skirt and an internal, substantially spherical bearing surface;

a bearing structure having a complimentary spherical bearing surface in part slidably engageable with the spherical bearing surface of the head and including an internal contact bearing thrust surface engaging side by side, dual wrist pins in rolling contact with one another, and having further, spaced bridge sections with a bearing surface seating end portions of the dual wrist pins; and

,

a cylindrical closing skirt connected to the piston head side skirt, with an internal bearing surface engageable with the spherical bearing surface of the bearing structure, wherein the bearing structure has limited articulation with reference to the piston head and the closing skirt, and, the connecting rod wrist pins are seated in mutual rolling contact within the bearing structure and are articulatable therein.

16. The internal combustion engine of claim 15 wherein the piston head has a thermal cap seated on the top face of the piston head with air spaces therebetween for insulating the piston head from combustion gases.

17. The internal combustion engine of claim 16 wherein the piston head side skirt has a middle skirt coupled thereto, the middle skirt extension being connected to the closing skirt.

18. The internal combustion engine of claim 15 wherein the piston head and bearing structure include internal oil shaker chambers communicating with the spherical bearing surfaces and the bearing surfaces for the wrist pins.

19. In an internal combustion engine having a piston cylinder, spaced first and second counter-rotating crank shafts, first and second connecting rods having first ends connected to the first and second crank shafts and second ends having dual cylindrical wrist pins connected thereto, an improved piston assembly reciprocal in the piston cylinder comprising:

an axially symmetrical piston head having a top face, a cylindrical side skirt and an internal spherical bearing surface;

a bearing structure having an upper spherical bearing surface in engagement with the spherical bearing surface of the piston head, a central bearing surface in engagement with the wrist pins arranged side by side in the bearing structure in mutual rolling contact with one another, and a lower spherical bearing surface; and

,

an axially symmetrical closing skirt having means for connecting the closing skirt to the piston head, the closing skirt having an outer cylindrical surface and an inner spherical bearing surface in engagement with the lower spherical bearing surface of the bearing structure, wherein the piston head and closing skirt are articulatable on the bearing structure and, in combination, are axially symmetrical for uniform deformation by thermal and structural stress.

20. The improved piston assembly of claim 19 wherein the piston head includes an axially symmetrical thermal cap on top of the top face with means for connecting the thermal cap over the top face with air spaces between the top face and cap.

21. The improved piston assembly of claim 19 wherein a projected surface area of the upper spherical bearing surface of the bearing structure is maximized.

22. The improved piston assembly of claim 19 wherein a projected surface area of the central bearing surface of the bearing structure is maximized.

23. The improved piston assembly of claim 22 wherein the piston head side skirt has a middle skirt coupled thereto, the middle skirt being connected to the closing skirt.

24. The internal combustion engine of claim 19 wherein the piston head and bearing structure include internal oil shaker chambers communicating with the spherical bearing surfaces and the bearing surfaces for the wrist pins.

25. A unitary, counterrotating turboblower in combination with an internal combustion engine having at least one cylinder with at least one piston reciprocal in the cylinder wherein the piston and cylinder in part form a working combustion chamber, an air intake system, a combustion gas exhaust system, and a drive train connected to the piston, the turboblower comprising:

a first compressor rotor with a first shaft connectable to the drive train of the engine and operable in a first rotary direction for delivering compressed air to the intake system of the engine,

a second compressor rotor with a second shaft,

a turbine rotor connected to the second shaft of the second compressor rotor, the turbine rotor communicating with the combustion gas exhaust system and driving the second compressor rotor in a rotary direction counter to the rotation of the first compressor rotor by expanding exhaust gases in the turbine rotor with the compressor rotors having a common axis of rotation and being staged for compressing air for the engine wherein air compressed by one compressor rotor rotating in one direction is dischargeable directly to the other counterrotating compressor rotor.

26. The turboblower of claim 25 wherein first and second compressor rotors are staged with compressed air in one compressor rotor being further compressed by the other compressor rotor.

27. The turboblower of claim 25 wherein the turboblower has further a second turbine rotor connected to the first rotor shaft.

28. The turboblower of claim 27 wherein the turbine rotors are staged with exhaust gases in one turbine rotor being further expanded in the other turbine rotor.

29. The turboblower of claim 25 wherein the turboblower has further a second turbine rotor connected to the first rotor shaft, wherein the first and second compressor rotors are staged with the compressed air in one compressor rotor being further compressed by the other compressor rotor, and wherein the turbine rotors are staged with exhaust gases in one turbine rotor being further expanded in the other turbine rotor.

30. The turboblower of claim 25 comprising further means for regulating the flow of compressed air through the compressor rotors and means for regulating flow of combustion gases through the turbine rotor.