U.S. patent application number 10/946549 was filed with the patent office on 2007-06-21 for radial engine power system.
Invention is credited to Gary A. Greenwell.
Application Number | 20070137595 10/946549 |
Document ID | / |
Family ID | 38171971 |
Filed Date | 2007-06-21 |
United States Patent
Application |
20070137595 |
Kind Code |
A1 |
Greenwell; Gary A. |
June 21, 2007 |
Radial engine power system
Abstract
A power plant utilizing a radial rotary engine and incorporating
onboard energy storage. The engine is of the type utilized in
pre-World War I aircraft, but with certain modifications. The
energy storage system exploits the flywheel effect inherent in
these engines and optionally also includes auxiliary energy storage
in other forms, such as compressed air or electrical. Using a
continuously variable transmission enables advantageous use of
engine inertia in a coast down mode of driving.
Inventors: |
Greenwell; Gary A.;
(Williamsburg, VA) |
Correspondence
Address: |
MEREK, BLACKMON & VOORHEES, LLC
673 S. WASHINGTON ST.
ALEXANDRIA
VA
22314
US
|
Family ID: |
38171971 |
Appl. No.: |
10/946549 |
Filed: |
September 22, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60570440 |
May 13, 2004 |
|
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Current U.S.
Class: |
123/43R |
Current CPC
Class: |
F01B 13/04 20130101;
F01B 3/0035 20130101; F02B 53/02 20130101; Y02T 10/12 20130101 |
Class at
Publication: |
123/043.00R |
International
Class: |
F02B 75/26 20060101
F02B075/26; F02B 57/00 20060101 F02B057/00; F01B 13/04 20060101
F01B013/04 |
Claims
1. A power system including a radial rotary internal combustion
engine as a prime mover, and a power transmission element capable
of outputting power selectively from both active internal
combustion power production and also inertia of engine rotating
mass, wherein said engine includes a rotatable cylinder block
disposed to rotate about an axis of rotation and having formed
therein a plurality of cylinders generally oriented to radiate from
said axis of rotation, a piston reciprocatingly disposed within
each one of said plurality of cylinders, a stationary crankshaft,
and a unitary connecting rod encirclingly engaging said crankshaft
and pivotally connected to each said piston, wherein said
crankshaft has a longitudinal center line offset from said axis of
rotation of said cylinder block such that rotation of said cylinder
block and pistons about said crankshaft produces apparent
reciprocation of each one of said pistons relative to each one of
said plurality of cylinders, and a rotation adjuster disposed to
move said crankshaft to a second axis of rotation displaced from
said first axis of rotation such that said rotatable cylinder block
rotates about said second axis of rotation and each one of said
cylinders is located such that said piston of each one of said
cylinders avoids causing displacement within its respective said
cylinder.
2. The power system according to claim 1, wherein said power
transmission element includes a continuously variable transmission
disposed to transmit and vary torque and rotational output speed
from said engine.
3. The power system according to claim 1, further including an
energy storage system for storing energy other than in the form of
inertia of engine rotating mass.
4. The power system according to claim 2, wherein said energy
storage system includes an air pump driven by said engine, a
storage receptacle disposed to receive and store air compressed by
said pistons, and a valve enabling compressed air to operate said
air pump as a pneumatic motor.
5. The power system according to claim 1, wherein each said
cylinder is canted in the direction of rotation wherein the
outermost section of each said cylinder being in a leading
position, and the innermost section of each said cylinder being in
a trailing position relative to said leading position.
Description
BACKGROUND OF THE INVENTION
[0001] This application claims the benefit of U.S. Provisional
Patent Application Ser. No. ______ filed on May 13, 2004 as
Attorney Docket Number D2GRE001.11.
FIELD OF THE INVENTION
[0002] The present invention is directed to a power system
including a radial internal combustion engine serving as a prime
mover, and an associated energy storage system which cooperates
with the radial engine.
DESCRIPTION OF THE PRIOR ART
[0003] Internal combustion engines have long been used to power
transport vehicles on land, in and on water, and in the air.
Initially, internal combustion engines were directly connected to
wheels, propellers, and other elements of a vehicle which acts on
an environmental medium to effect propulsion. In some applications,
power generated by internal combustion engines has been transformed
before bearing on the propulsion effecting elements of the vehicle.
For example, diesel electric railway locomotives have diesel
engines serving as prime movers which power generators, which
generators in turn supply electrical power to drive motors which
rotate wheels. In a further development, internal engines have been
utilized to store power onboard a vehicle. A well known example is
that of electric boats, particularly of the submarine type.
Submarine type vehicles have both liquid fuel tanks and also
storage batteries. Output of the internal combustion engine can be
exploited to rotate a propeller or to charge the batteries.
[0004] The recent automotive development of so-called hybrid
vehicles has demonstrated that remarkable fuel savings are enabled
by combining internal combustion and electric power plants in a
transport vehicle. A hybrid vehicle has both an internal combustion
engine and also an electric motor which may, depending upon the
specific design, may individually and collectively be brought to
bear on propulsion of the vehicle. Arrangement of different hybrid
schemes vary, but one element all hybrid schemes have in common is
that power demanded of an internal combustion engine over time is
far more constant than is the case with vehicles wherein an
internal combustion engine is not supplemented by electrical
power.
[0005] Considering now the internal combustion engine which is
selected for use with hybrid vehicles, contemporary practice is
limited to those engines wherein at least one and usually a
plurality of pistons are reciprocatingly disposed within bores or
cylinders formed in a stationary structural engine block. Each
piston is operably connected to a rotary crankshaft by a connecting
rod. The output of these conventional engines is one or more
rotating shafts, which are drivably connected to a suitable
transmission, to a generator, or to another element for inducing
propulsion. While these engines are entirely operable, they fail to
exploit certain characteristics which are available in internal
combustion engines. One of these characteristics is use of the
flywheel effect, wherein inertia of a relatively large or heavy
rotating mass may be exploited to provide power independently of
the energy being liberated in the combustion chambers, at least for
a temporary period of time. While conventional engines can be
fitted with suitably heavy flywheels or other rotatable masses,
this comes at a detrimental cost in conventional engines. That is,
total weight of the engine is increased. There is a need for an
engine which overcomes this situation while still providing the
benefits of the flywheel effect.
[0006] A second characteristic is that while apparent reciprocation
between piston and engine block occurs, this is not at the full
cost in energy of periodically accelerating and decelerating the
pistons within the engine block, as occurs in stationary block
engines. Because the engine block defining the combustion cylinders
rotates about an axis offset from that of the crankshaft to which
the pistons are connected, at least a component of the apparent
magnitude of reciprocation of the pistons occurs without axially
accelerating each piston the full extent of the apparent
stroke.
[0007] There exists an engine design which provides a relatively
large rotating mass without arbitrarily increasing total engine
mass, and which provides piston reciprocation which does not
require periodic accelerations of each piston in alternating
directions. In the early twentieth century, a radial rotary engine
was developed for use with aircraft. This engine, which came to be
known as the "Gnome" radial engine, essentially caused the engine
block and cylinder heads to rotate about the crankshaft, which
remained stationary relative to its associated vehicle. In
practice, the crankshaft was secured in fixed relation to the
fuselage of the aircraft. The propeller was fixed to the rotating
engine block, which propeller and engine block then rotated as a
unitary element. This arrangement was responsible for remarkable
advances in early aircraft performance as regards aircraft
velocity. A drawback of the engine in the environment of small
aircraft was the gyroscope effect developed by the rotating mass,
which introduced difficulties in steering the aircraft. As these
small aircraft were combat aircraft, with maneuverability being a
particularly prized characteristic, this early engine fell from
favor despite some advantages which remain to this day. It would be
desirable to utilize the advantages of a rotary block,
reciprocating piston internal combustion engine in stored energy
hybridized vehicles today.
SUMMARY OF THE INVENTION
[0008] The present invention combines the advantages of a rotary
block, reciprocating piston internal combustion engine with an
energy storage system to improve on benefits which accrue from
today's hybrid vehicle arrangements. To this end, the present
invention uses an improved rotary block radial engine in
combination with one or more energy storage systems which can
release power independently of power being developed within the
engine by combustion of the fuel at any one instant in time. This
engine provides a large rotating flywheel mass with no attendant
increase in overall mass, minimal reciprocating load of pistons,
and frequency in firing of a two stroke cycle engine.
[0009] Engine output is supplemented by stored energy. In one
embodiment, this stored energy takes the form of compressed gasses
which have been generated by the engine and stored. In another
embodiment of the invention, electrical energy rather than
compressed gasses may be generated and stored. Advantageously, when
power from internal combustion is not required, combustion may be
discontinued and the pistons may then be exploited to serve as a
compressor.
[0010] When power is not required, a mechanical adjustment to the
crankshaft is made. This adjustment permits the engine block and
pistons to rotate without imposing a driving force on the
crankshaft. Thus that energy originating in the engine and
presently taking the form of kinetic energy may be conserved
without dissipation which otherwise would be caused by decelerating
the engine back to the stationary condition. As a consequence,
combustion which would merely waste fuel when idling may be
discontinued. The engine block with its relatively great mass would
continue to rotate. This permits power to be derived from a
flywheel effect and also eliminates the step of rotating the
internal combustion engine when restarting it.
[0011] The engine is improved over the early aircraft engine in
several preferred yet optional ways. One is that it is preferably
although not necessarily operated as a diesel. A second is that an
adjustment feature is provided which enables the engine to change
its operation from that of an internal combustion engine to that of
an air pump. A further improvement is that of making the crankshaft
adjustable such that the pistons orbit ineffectually thereabout in
tandem with the rotating engine block, so that the engine rotates
without idling or active power production. Still another
improvement is providing stepped pistons wherein an air suction
chamber is provided which is greater in volume than the combustion
chamber, thereby achieving a supercharged effect with no additional
moving parts. Valves may be of the exposed port type, or
alternatively of the poppet type. Where gas compression and storage
is selected for energy storage, engine exhaust heat may be used to
increase pressure of stored compressed gasses. Gasses may include
both atmospheric air and also exhaust gas. A further improvement
incorporates a recirculating lubrication system rather than the
"one use" system originally provided wherein lubricant was ejected
from the engine after a single introduction to a piston and
cylinder assembly.
[0012] It is an object of the invention to utilize a rotary radial
engine having a stationary crankshaft and minimal parasitic piston
reciprocation losses as a prime mover in a hybrid power plant which
incorporates selectively releasable energy storage.
[0013] It is another object to modify a rotary radial engine to
enable engine block rotation to achieve a flywheel effect without
idling.
[0014] It is a further object of the invention to modify a rotary
radial engine to incorporate a recirculating lubrication
system.
[0015] It is still another object of the invention to provide a
supercharging feature with minimal increase in moving parts.
[0016] Still another object of the invention is to supplement
stored energy in the form of compressed gasses with heat derived
from waste exhaust heat.
[0017] It is an object of the invention to provide improved
elements and arrangements thereof by apparatus for the purposes
described which is inexpensive, dependable, and fully effective in
accomplishing its intended purposes.
[0018] These and other objects of the present invention will become
readily apparent upon further review of the following specification
and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Various objects, features, and attendant advantages of the
present invention will become more fully appreciated as the same
becomes better understood when considered in conjunction with the
accompanying drawings, in which like reference characters designate
the same or similar parts throughout the several views, and
wherein:
[0020] FIG. 1 is a diagrammatic, top plan view of a radial rotary
engine of the type utilized in an embodiment of the present
invention.
[0021] FIG. 2 is a cross sectional, enlarged detail view of the
lower left of FIG. 1.
[0022] FIG. 3 is a side elevational, enlarged detail view of
components which are an alternative embodiment of components seen
at the center of FIG. 2.
[0023] FIG. 4 is a top plan view generally corresponding to FIG. 1,
but drawn to reduced scale and showing the engine with its
crankshaft moved to an adjusted position such that its rotational
axis is coincident with the rotational axis of the cylinders.
[0024] FIG. 5 is an enlarged side elevational, mostly cross
sectional detail view of an alternative embodiment of the
invention, with the engine turned such that the crankshaft extends
horizontally.
[0025] FIG. 6 is a block diagram of power producing, storing, and
utilizing components of a motor vehicle according an embodiment of
the invention wherein the novel system generates and stores
electrical energy.
[0026] FIG. 7 is a side cross sectional view of a further
embodiment of an engine according to the present invention.
[0027] FIG. 8 is a side elevational detail view of an optional
auxiliary function of a rocker arm of another alternative
embodiment.
[0028] FIG. 9 is a diagrammatic, partially cross sectional, side
elevational view of an embodiment of the novel engine.
[0029] FIG. 10 is a cross sectional, top perspective view of a
component seen near the top of FIG. 9.
[0030] FIG. 11 is a top plan view of an embodiment of an engine
according to the present invention, with the crankshaft shown in
cross section.
[0031] FIG. 12 is a block diagram of power producing, storing, and
utilizing components of a motor vehicle according an embodiment of
the invention wherein the novel system generates and stores energy
in pneumatic form.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0032] The present invention combines the attributes of a radial
rotary engine 10 with an energy storage system. Referring first to
FIG. 1, basic operation of a radial rotary engine will be
summarized. A plurality of pistons 12, 14, 16 are pivotally
connected to a multi-armed connecting rod 18 which in turn
encircles a journal 20 of a crankshaft 22. Journal 20 is
eccentrically located on crankshaft 22. Crankshaft 22 is located
inside annular cylinder block 24. Three axes 26, 28, 30 are seen in
the top plan view of FIG. 1. Axis 26 indicates the center line of
journal 20. Axis 28 indicates the center line of crankshaft 22.
Axis 30 indicates the rotational axis of cylinder block 24. In a
radial rotary engine, crankshaft 22 is fixed to its associated
vehicle (not shown in its entirety). As will be explained, cylinder
block 24 rotates about stationary crankshaft 22. Pistons 12, 14, 16
and connecting rod 18 rotate in tandem with cylinder block, but in
respective compound motions. Pistons 12, 14, 16 undergo apparent
oscillation or reciprocation within their respective cylinders 32,
34, 36. This is a consequence of axis of rotation 30 of cylinder
block 24 being spaced apart from axis 26 of crankshaft journal 22.
At this point, it is important to note that pistons 12, 14, 16 are
stepped, and hence have a T-shaped profile when viewed in the side
elevation of FIG. 1. Cylinders 32, 34, 36 are correspondingly
stepped and also exhibit T-shaped profiles. It is preferred that
cylinders 32, 34, 36 be slightly canted in the direction of
rotation (with the outermost section of the cylinder leading, and
the innermost section of the cylinder trailing), rather than
projecting in purely radial directions from axis of rotation 30.
Connecting rod 18 both rotates about axis 26 as cylinder block 24
rotates, subject to accommodating piston position.
[0033] It will be appreciated that for visual clarity, certain
necessary features of engine 10 are omitted from view in FIG. 1.
Illustratively, gas flow valves and associated mechanisms, fuel
supply, an ignition source, a cooling system, a lubricating system,
and a supporting electrical system are all omitted from the
diagrammatic view of FIG. 1. The embodiment of FIG. 1 is directed
to a rotary equivalent of a two stroke engine having exposed port
valves. As will be subsequently described, both the number of
strokes of a single cycle of operation and also the types of valves
may be varied to suit specific applications. In the embodiment of
FIG. 1, cylinders 32, 34, 36 respectively have inlet passages 38,
40, 42 and outlet or exhaust passages 46, 48, 50.
[0034] In the embodiment of FIG. 1, cylinders 32, 34, 36 are
stepped in order to achieve a supercharging effect. To this end,
inlet passages 38, 40, 42, which open to the open interior 52 of
annular cylinder block 24 or to any suitable location for drawing
in ambient air, communicate with the relatively large portions of
cylinders 32, 34, 36. As pistons 12, 14, 16 descend (which of
course occurs sequentially rather than simultaneously), a vacuum
develops in the lower portions 54, 56, 58 of cylinders 12, 14, 16.
As each piston 12, 14, or 16 descends below (in the sense of
approaching axis 30), it uncovers its associated inlet passage 38,
40, or 42. Air then flows into the exposed lower cylinder portion
54, 56, or 58. As each piston 12, 14, or 16 ascends (moving
oppositely the direction of descent), volume of lower portions 54,
56, or 58 of cylinders 32, 34, or 36 decreases, thus compressing
air contained therein.
[0035] Turning now to FIG. 2, further operation is described for
only piston 12, it being understood that remaining cylinders 14 and
16 undergo similar motions and functions. Piston 12 carries on
board a poppet valve 60 which seats on a shoulder 62 formed in the
upper section 64 of piston 12. Upper section 64 is hollow, having
an air passage 66 formed therein. A plurality of ports 68, 70 are
formed in the wall of upper section 64 of piston 12. As pressure of
compressed air contained within lower section 54 of cylinder 32
increases with ascent of piston 12, air is urged to flow into air
passage 66. Pressure bears against the underside of poppet valve
60. At a predetermined pressure value, air pressure overcomes the
resistance of spring 72, and flows into the upper portion 74 of
cylinder 32. Spring 72 is urged to expand, and is retained by
keeper 75 fixed to the stem of valve 60. Of course, at this point,
projection of piston 12 into upper portion 74 obstructs exhaust
passage 46. Air contained within upper portion 74 of cylinder 32,
highly compressed, is then combusted by injecting fuel from a fuel
injector 76. For diesel operation, a glow plug (not shown) could be
supplied if desired.
[0036] When piston 12 descends, exhaust passage 46 is uncovered, as
shown in FIG. 2. Exhaust is expelled by residual pressure, and is
conducted to a suitable location for disposal. Again, during the
same descent, vacuum develops in lower section 54 of cylinder 32. A
new cycle may then begin.
[0037] FIG. 2 shows details of connection of piston 12 to
connecting rod 18. A yoke 78 formed integrally with piston 12
supports a wrist pin 80. Wrist pin 80 is in turn rotatably engaged
by a yoke 82 of connecting rod 18.
[0038] FIG. 3 shows an optional yet preferred embodiment of the
invention. In the arrangement of FIG. 3, poppet valve 60, shown
isolated from its supporting piston structure as described prior,
is provided with a counterweight feature. Two counterweights 84, 86
are rotatably supported on pins 88, 90 fixed to the wall of an
upper section of a piston 12, 14, or 16, and may pivot about
respective axes 92, 94. Each counterweight 84 or 86 has an
associated arm 96 or 98 which contacts keeper 75 of poppet valve
60. Opening of poppet valve 60 acts on arms 96, 98 in a manner
causing counterweights 84, 86 to rotate on their respective support
pins 88, 94. A compression coil spring 100 is compressed by this
action. Spring 100 urges counterweights 84, 86 to bear on keeper 75
to close poppet valve 60. Valve 60 closes after air pressure is
equalized on both sides thereof.
[0039] While engine 10 is capable of producing torque as a
consequence of internal combustion during rotation, it is desired
to exploit an inherent energy storage characteristic of radial
rotary engines. That is that because the cylinder block rotates
about stationary crankshaft 22, ordinary engine operation generates
a flywheel effect which is much greater than for stationary block,
rotary crankshaft engines (not shown). Inertia of this rotating
mass can be conserved to a considerable degree without requiring
internal combustion to proceed. Turning now to FIG. 4, engine 10 is
shown in a state adjusted to permit cylinder block 24 to rotate in
freewheeling fashion. That is, cylinder block 24, pistons 12, 14,
16, and connecting rod 18 rotate in tandem about rotational axis
30. This is accomplished by rotating crankshaft 22 until journal
axis 26 is coincident with rotational axis 30. Referring
momentarily again to FIG. 1, this situation is shown in broken line
102. Line 122 indicates the path taken by journal 20 as crankshaft
22 is rotated counterclockwise in the view of FIG. 1. Alternatively
stated, under active power conditions, when pistons 12, 14, 16
undergo displacement within their respective cylinders 32, 34, 36,
connecting rod 18 rotates coaxially about first axis of rotation
26. Under inertial power conditions, connecting rod 18 rotates
coaxially about second axis of rotation 30, and no displacement of
pistons 12, 14, 16 within respective cylinders 32, 34, 36
occurs.
[0040] Any suitable mechanism or rotation adjuster, some being
known, may be employed to make this adjustment. Illustratively, a
pivotal lever which may be moved manually or under power, such as
by electrical power, may swing crankshaft 22 in an arcuate path
established by guides. A purely illustrative example is shown in
FIG. 11, wherein crankshaft 22 is slidably supported in a guide
track 23 formed at the structure of engine 10 supporting cylinder
block 24 (see FIG. 1). Crankshaft 22 engages guide track 23 in any
suitable way, such as by having a cooperating T-slot configuration
(not shown). Crankshaft 22 is engaged by a movable yoke 25 which
moves arcuately together with crankshaft 22. Yoke 25 encloses an
electric motor 27 having a double ended projecting output shaft 29,
each end bearing a respective gear 31 or 33. Gears 31, 33 engage
respective toothed racks 35, 37. When motor 27 operates, crankshaft
22 is moved along the path established by guide track 23. Motor 27
is reversible to enable selective shifting of crankshaft 22 between
the active power and inertial conditions.
[0041] FIG. 5 shows an illustrative way of adjusting rotational
orientation of crankshaft 104. In the embodiment of FIG. 5, there
is shown an engine 103 which is generally similar to engine 10 of
FIG. 1, except that engine 103 includes a crankshaft adjustment
feature. Crankshaft 104 is supported at each end by a stout shaft
106 or 108 fixed to the vehicle. Crankshaft 104 has an offset
journal 110 which is the structural and functional equivalent of
journal 22 of FIG. 1. A connecting rod 112 which generally
corresponds in structure and function to connecting rod 18 of FIG.
1 engages journal 110. At one end, crankshaft 104 has a ring gear
114 fixed thereto. A motor 116 having a geared shaft 118 engages
ring gear 114. When an electrical power signal is received on a
communication or power cable 120, motor 116 rotates ring gear 114
to a suitable degree to effect crankshaft adjustment described
above and shown in FIG. 1.
[0042] The major rotating parts of engine 110 can function as a
flywheel, without consuming fuel by idling, and with minimal
frictional losses when crankshaft 104 is appropriately adjusted.
This may be exploited to add to power available when conducting
internal combustion, on its own should engine 110 be modified to
include a mechanical connection (not shown) thereto in the idle
mode, by incorporating electrical generating apparatus into the
cylinder block (not shown) of engine 103, or in any other known way
of exploiting inertia of a rotating mass.
[0043] FIG. 6 shows a diagram of a preferred application of engine
103. Engine 103 is controlled by an engine management computer or
microprocessor 122. A continuously variable transmission 124
receives the rotary output of engine 103 and by suitable shafting
or the like, transmits power to road wheels (shown symbolically as
wheel 126) of a land going motor vehicle (not shown in its
entirety). Use of a continuously variable transmission, in addition
to the usual versatility provided thereby, enables vehicle speed to
be maintained even as the engine rotating mass decreases, with or
without combustion occurring. This effect is more pronounced in a
radial rotary engine 10 or 103, more so than in a rotary crankshaft
engine (not shown). Engine 103 incorporates a power output element
(not separately shown), such as an onboard electrical generator,
air compressor, or other power output element.
[0044] Power generated by engine 103 above that required for
vehicle propulsion and associated support functions such as power
for external signalling, exterior illumination, general interior
lighting, heating, cooling, ventilation, onboard audio and video
equipment, communications equipment, and the like, may be
apportioned to the auxiliary power output element by microprocessor
122. Conveniently, energy can be stored even while the vehicle is
moving, without increasing or modifying engine rotational speed
whenever available power at a selected engine speed exceeds demands
for propulsive and support power. In the illustrative example of
FIG. 6, engine 103 incorporates an electrical generator.
Microprocessor 122 compares power required for propulsion, for
example, by considering foot throttle control position, vehicle
velocity, and the effective gear ratio of transmission 124, and
imposes appropriate field excitation on the generator. A power
control device such as switch 128 is then operated by a signal from
microprocessor 122 to connect generator output to a suitable
storage device such as a battery 130. Preferably, battery 130 is
different from a storage battery (not shown) conventionally used by
a motor vehicle to serve the engine and auxiliary functions.
[0045] It is presently contemplated that an advantageous energy
storage system could, either in place of or in addition to a
generator, be provided by an air compressor. Referring now to FIG.
12, an engine 203 and continuously variable transmission 224, which
are generally similar to their counterparts shown in FIG. 6, are
arranged to drive a vehicle road wheel 226, and also to drive an
air pump 227. When engine 203 drives pump 227 through transmission
224, a valve 229 is open, enabling compressed air to flow to a
storage tank 230. At other times, valve 229 is closed. When it is
desired to draw power in the form of compressed air from tank 230,
valve 229 is opened. Compressed air may then act on pump 227,
reversing operation of pump 227 from that of a pump to that of a
pneumatic motor. These functions are preferably managed by a
microprocessor 222 in a "drive-by-wire" arrangement, or an
arrangement wherein the operator of the vehicle operates switches
which provide input signals to microprocessor 222 rather than
providing mechanical inputs which directly actuate the desired
functions.
[0046] It would be possible to modify engine 203 by suitable
changes to air exhaust valves (not separately shown) and their
associated passages and by discontinuing combustion and operating
engine 203 as a pump. A conventional exhaust conduit may be routed
in close proximity to the compressed air receptacle. This increases
effective pressure of stored compressed air, using only otherwise
waste heat of the exhaust.
[0047] In an advantageous use of the invention, a motor vehicle
(not shown in its entirety) is driven in a "coast down" mode
wherein once a predetermined vehicle speed is attained, engine
operation is changed from active power generation through internal
combustion to rotation only. In the "rotation only" mode, pistons
undergo no displacement and merely rotate together with the
cylinder block. Stored inertial energy may then be applied for
vehicle propulsion. Speed may be maintained relatively constant
where a continuously variable transmission is employed.
Alternatively, in the absence of a continuously variable
transmission, a constant ratio transmission may connect the
rotating mass to the vehicle drive wheels. When a predetermined
minimum vehicle speed is reached, the crankshaft may be adjusted to
reestablish internal combustion operation. The speed of the vehicle
may be progressively increased to the predetermined high speed, at
which point a new coast down cycle may be put into play. Prior
experiments have shown that this is an effective strategy in
increasing average fuel mileage. It is currently believed that one
source of efficiency is that of utilizing the engine only at full
volumetric efficiency when internal combustion occurs. The flywheel
effect tends to oppose rapid speed loss and thus reduces frequency
of switching between active power operation and coast down
operation.
[0048] The exact nature of engine 10 or 103 may be varied to suit.
The selected form of the engine may encompass either two stroke
cycle operation or four stroke cycle operation, depending upon the
valve system provided. It is also optional to switch operation
between two stroke and four stroke cycles by appropriate
manipulation of valving. Combustion may be either of the
compression ignition type or of the spark ignition type, with
appropriate fuel and ignition systems being fitted to the
engine.
[0049] In some engine operation regimens, it may be necessary to
have poppet valves in place of the inlet ports and exhaust ports
shown for the previously described embodiments. FIG. 7 shows an
arrangement for providing a poppet valve carried in the cylinder
block or cylinder head. In the embodiment of FIG. 7, engine 132 has
an external protective housing 134, a crankshaft 136, and a
cylinder block 138. Crankshaft 136 and cylinder block 138 function
in the manner of the previously described embodiments as to power
production, but vary in valve arrangements and in ignition type.
Cylinder block 138 has an upwardly projecting member 140 which
includes a receptacle for slidably receiving a lifter or tappet
142. A pushrod 144 is supported at one end by interference with
tappet 142 and at the other end by a rocker arm 146. Rocker arm 146
reciprocatingly drives a poppet valve 148. Location of valve 148 is
shown in purely symbolic fashion. In practice, its location and
orientation may be varied as appropriate to replace or supplement
the exposed port valves of the prior embodiments.
[0050] Tappet 142 rotates in tandem with cylinder block 138, and is
operated by a cam lobe 150. Cam lobe 150 is fixedly mounted on a an
enlarged portion of crankshaft 136, or cam carrier 152. It will be
appreciated that although cam lobe 150 is a fixed or stationary
component of engine 132, rotation of cylinder block 138 causes
mutual motion with cam lobe 150. Cam lobe 150 therefore operates in
conventional fashion despite its unconventional location.
[0051] FIG. 7 also shows how a mechanical fuel injection system may
be fitted to engine 132. A projecting member 154 essentially
similar to projecting member 140 houses a fuel injection plunger
156 housed in a bore formed in member 154. Plunger 156 is displaced
by a cam lobe 157 in a manner similar to operation of tappet 142.
Plunger 156 imposes pressure on fuel, which is then conducted to an
injector such as injector 76 of FIG. 2. Supporting elements of a
fuel injection system, such as a return line, will be understood to
be provided where required.
[0052] Both the valve elements including tappet 142, pushrod 144,
and rocker arm 146, and also fuel injection plunger 156 may be
returned to their initial positions in known fashion by respective
return springs (not shown). It will be appreciated that where
necessary to achieve different timing and duration characteristics,
different tiers of cam lobes may be provided for the fuel injection
and valve systems. Also, where it is desirable to vary timing of
one set of cam lobes independently from the other, separately
controlled concentric sleeves (not shown) may be provided in
encircling relation about crankshaft 136. These sleeves may each be
operated by a motor such as motor 116 of FIG. 5 to effect the
desired control.
[0053] FIG. 8 shows a modification to valve rocker arms to enable
an auxiliary function to be driven therefrom. Illustratively,
rocker arm 158 has a fulcrum generally indicated at 160, an arm
portion 162 extending to engage a valve stem 164 and valve spring
166, an arm portion 168 extending to engage a pushrod 170, and an
auxiliary arm 172. A push rod 174 is yoked to a pin 176 or
otherwise pivotally connected to auxiliary arm 172. Push rod 174
operates a plunger 178 slidably disposed within a chamber 180 of a
housing 182. In those embodiments wherein push rod 174 not yoked,
then a return spring (not shown) is preferably provided to return
plunger 178 to its initial position after displacement by push rod
174. Reciprocation of plunger 178 pressurizes lubricant (not shown)
or other fluid contained in chamber 180. Pressurized fluid exits
through a conduit 184. Loss through entry opening 186 is prevented
by a ball type check valve 188. One function that may be satisfied
in this manner is that of fuel injectors, particularly for diesel
operation. It may be desirable to inject a cylinder other than that
associated with rocker arm 158 to assure appropriate timing of
injection with respect to the combustion cycle.
[0054] FIG. 9 shows details of induction and exhaust gas flow and
also how certain support functions, such as lubricant and
circulation and electrical connections are provided to engine 210.
FIG. 9 also clearly differentiates between moving and stationary
parts. Engine 210 is generally similar in function and construction
to its counterparts of FIGS. 1 and 7. Engine 210 comprises a
rotatable cylinder block 238 which contains cylinder and piston
assemblies, a connecting rod, and a crankshaft positioning adjuster
(not separately shown) which may be similar to those described
prior. Cylinder block 238 is generally circular if viewed in top
plan, and rotates as indicated by arrow A. Stationary parts are
shown in cross hatching. Cross hatching is employed only to
indicate stationary parts and to assist in discerning walls
separating passages, and should not be construed to indicated
continuous, solid constituency of illustrated components.
[0055] Cylinder block 238 has a shaft 240 which is supported on
radial bearings 242 and thrust bearing 244 (shown representatively
rather than literally). Bearings 242, 244 are mounted in a suitably
sturdy frame or support member 246. Preferably, bearings 242 and
244 are of the self-sealed type used to support wheels on stub
axles in conventional wheeled road going vehicles, and are
independent of the forced lubrication system. Mounted to shaft 240
are a toothed wheel or gear 248, a coolant pump 250, and an oil
pump 252. An electric starter motor 254 is operably connectable to
gear 248. Pumps 250 and 252 may be, for example, of the eccentric
lobe type, where an eccentric lobe (not separately shown) is driven
by shaft 240. Outputs of pumps may be conducted by suitable
conduits to the points of use or to intermediate conduits as
necessary.
[0056] Fluids necessary for supporting functions are introduced
into cylinder block 238 through an intake conduit 256. The nature
of intake conduit 256 is better understood by examining FIG. 10.
Intake conduit 256 has a central passageway 258 for inducting
combustion air into cylinder block 238 from air filter 260, with
flow indicated by arrows (see FIG. 9). Passageways internal to
cylinder block 238 (not shown, but functionally similar to intake
passages 38, 40, 42 of FIG. 1) are provided in cylinder block 238
to conduct combustion air to individual cylinders (not shown in
FIG. 9).
[0057] A second passageway 262 is arranged concentrically about yet
isolated from passageway 258. Unlike passageway 258, which is open
at both top and bottom, passageway 262 has an upper wall 264 to
constrain fluids to communicate at the top only with a tube 266. A
third passageway 268 is concentrically disposed about passageway
262, again isolated therefrom. Passageway 268 has an upper wall 270
and is in communication with a tube 272. The outer wall of each
passageway 258, 262, or 268 has an associated seal, such as a
compressible O-ring 274, 276, or 278.
[0058] Again referring to FIG. 9, intake conduit 256 is held in
fixed position abutting cylinder block 238 such that O-rings 274,
276, 278 make contact with cylinder block 238. Cylinder block 238
has internal passages or conduits which correspond to passageways
258, 262, and 268. Each internal passage is configured annularly
and in direct registry beneath its associated passageway 258, 262,
268. Thus fluids pass from stationary intake conduit 256 into
cylinder block 238 even when the latter is rotating relative to the
former.
[0059] Illustratively, coolant may be pumped from pump 250 to a
liquid-to-air heat exchanger such as a conventional radiator, then
to inlet tube 266 (see FIG. 10) of intake conduit 256. Coolant will
then pass to an appropriate internal passage of cylinder block 238
and recirculated. Coolant may be discharged in any suitable way
from cylinder block 238, such as by an arrangement similar to that
of intake conduit 256. This may be accomplished by increasing the
number of passageways from those shown in intake conduit 256 to
establish a conduit having both intake and discharge functions, by
providing a generally similar conduit at shaft 240, or in any other
suitable way.
[0060] A suitable lubricant such as engine oil may be pumped from
pump 252 to a suitable oil filter (not shown), through an oil
cooler if desired, and then to tube of intake conduit 256. Oil then
passes through passageway 268 (see FIG. 10) and into an appropriate
passage formed in cylinder block 238. Oil is recovered by a dry
sump method and eventually recirculated to pump 252. It is
preferred to employ a dry sump lubrication scheme, wherein
lubricant is pumped back to the supply pump. In this capacity, it
is preferred to provide piston rings which constrain lubricant to
accumulate within the breathing chamber (such as lower section or
portion 54 of the cylinder depicted in FIG. 2). Oil collection
galleries (not shown) may then conduct oil under the influence of
centrifugal force arising from engine rotation to a return pump.
This pump may be of the plunger type shown in and described with
reference to FIG. 8. It should be stated that the plunger
arrangement shown in FIG. 8 may be modified to include more than
one plunger and more than one purpose being served. Illustratively,
rocker arm driven plunger pumps may serve both oil return and fuel
injection systems. Alternatively, a plunger and spring cam driven
from the crank shaft may be employed (this embodiment is not
shown). Inertia and centrifugal force may be employed to propel
lubricant through a spiral return path (this embodiment is not
shown).
[0061] Exhaust is conducted from individual cylinders in a manner
similar to that of the embodiment of FIG. 1. Exhaust passages lead
from individual cylinders or combustion chambers (not shown in FIG.
9) to individual catalytic converters 280. Exhaust is then
discharged into an open chamber 282 formed between cylinder block
238 and a surrounding housing 284. Housing 284 both confines
exhaust gasses and also forms a structural member for supporting
intake conduit 256 and other engine ancillaries such as motor
mounts, fluid and electrical connections, and the like (none
individually shown). Housing 284 is preferably sufficiently stout
as to serve as a scatter shield for retaining cylinder block 238 in
the event of disintegration, failure of bearings 242, and the like.
Exhaust gasses are preferably discharged tangentially from
catalytic converters 280 in a direction opposite to the usual
rotational direction of cylinder block 238, to provide a jet assist
effect in propelling cylinder block 238. Muffling materials may be
attached to the interior of housing 284. Alternatively, a muffler
286 may be provided to silence gasses being discharged from chamber
282.
[0062] In a currently preferred embodiment of the invention, engine
210 is a compression ignition or diesel engine. Glow plugs (not
shown) are provided in their customary relationship to the
combustion chambers. Glow plugs may be connected to power for
engine starting in the following way. A solenoid plunger operated
switch 288 is provided for each cylinder. Each switch 288 is
connected to power from a battery (not shown). Each switch 288
includes a contact which projects such that it contacts a
corresponding contact formed on cylinder block 238. The
corresponding contacts may be rings disposed continuously about and
concentrically to the rotational axis of cylinder block 238.
Alternatively, they may be of relatively small size and in a
predetermined location. Coordination of alignment between the
stationary and mobile contacts may be achieved by manually
adjusting cylinder block 238 to a predetermined location.
Alternatively, cylinder block 238 may be arranged to come to a stop
at a predictable angular position by utilizing resistance of
compression, especially where a relatively small number of
cylinders, such as two or three, is utilized.
[0063] Similar switches (not shown) may be provided to provide a
ground path. Alternatively, switches 288 may be provided with
additional contacts for this purpose. Electrical power supplied
through switches 288 is appropriately insulated from ineffective
contact to ground, and is conducted to the glow plugs. Solenoid
switches 288 are de-energized to retract by spring force after
sufficient time to warm the glow plugs adequately. Engine 210 may
then be started by rotating cylinder block 238 by starter motor
254. Preferably, the starting system includes a temperature sensor
(not shown), so that when the engine is sufficiently warm to effect
combustion spontaneously from the fuel injection system, glow plug
operation will not be activated.
[0064] Although not shown, fuel may be supplied to fuel injectors
(not separately shown) mounted in the cylinder block assembly in a
manner similar to that shown for coolant and lubricant. Preferably
a relatively low pressure fuel supply pump is provided, with final
high pressure being supplied by plungers such as that described
with reference to FIG. 8.
[0065] It should be understood that certain modifications may be
made to the embodiments described herein. For example, the number
of engine cylinders may be at least two, and any number as desired.
As a practical matter, the maximum number of cylinders is held to
be about nine, since beyond that number, interference problems
occur and the magnitude of the stroke becomes excessive compared to
magnitude of the bore for each cylinder.
[0066] Arrangements for aspirating the engine other than those
shown herein may be utilized, with appropriate modification to
valving, porting, and the like. Poppet valves and exposed port
valves may be changed to other types where desired. The stepped
piston design described herein may be modified to eliminate that
construction, may be modified to achieve supercharging in another
way, or to eliminate supercharging.
[0067] Brushes (not shown) may be employed to conduct electrical
signals into the rotating cylinder block where desired.
[0068] The descriptions of the preferred embodiments are not to be
construed in a limiting sense but rather in illustrative capacity.
The scope of the invention should be interpreted according to the
appended claims.
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