U.S. patent number 3,604,402 [Application Number 04/851,944] was granted by the patent office on 1971-09-14 for piston mechanism.
This patent grant is currently assigned to Motorenfabrik Hatz KG. Invention is credited to Ernst Hatz.
United States Patent |
3,604,402 |
Hatz |
September 14, 1971 |
PISTON MECHANISM
Abstract
A piston mechanism having preferably one or two pairs of opposed
cylinders with reciprocating pistons therein. A shaft located
between the pistons includes diametrically opposed cams thereon for
directly and drivingly engaging the pistons. Springs urge the
pistons against the cam parts and the spring can also operate a
scavage air feeder. Valves can be operated by further cams mounted
on the shaft.
Inventors: |
Hatz; Ernst (Ruhstorf,
DT) |
Assignee: |
Motorenfabrik Hatz KG
(Ruhstorf, DT)
|
Family
ID: |
5702819 |
Appl.
No.: |
04/851,944 |
Filed: |
August 21, 1969 |
Foreign Application Priority Data
|
|
|
|
|
Sep 12, 1968 [DT] |
|
|
P 17 76 054.2 |
|
Current U.S.
Class: |
123/55.3; 74/55;
92/72; 123/43C; 123/197.2 |
Current CPC
Class: |
F01B
9/06 (20130101); F02B 75/222 (20130101); Y10T
74/18296 (20150115); F01B 2009/065 (20130101); F02B
2075/025 (20130101); F02B 2075/1816 (20130101); F02B
3/06 (20130101) |
Current International
Class: |
F01B
9/00 (20060101); F01B 9/06 (20060101); F02B
75/22 (20060101); F02B 75/00 (20060101); F02B
75/02 (20060101); F02B 3/06 (20060101); F02B
75/18 (20060101); F02B 3/00 (20060101); F02b
075/24 (); F02b 075/32 () |
Field of
Search: |
;123/56C,44E,43C,197,197A ;92/72,73 ;74/55 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
|
|
|
|
|
|
|
603,720 |
|
Jun 1948 |
|
GB |
|
20,518 |
|
Jan 1918 |
|
FR |
|
1,252,583 |
|
Dec 1960 |
|
FR |
|
826,839 |
|
Jan 1938 |
|
FR |
|
426,680 |
|
Mar 1926 |
|
DD |
|
Primary Examiner: Burns; Wendell E.
Claims
I claim:
1. A piston mechanism comprising at least one pair of diametrically
opposed cylinders, a reciprocating piston in each cylinder, a shaft
located between said pistons, and driving means for placing said
pistons and said shaft into driving relationship with each other,
said driving means comprising at least one pair of cam parts
mounted on diametrically opposite sides of the axis of the said
shaft for rotation with said shaft, said cam parts being engageable
with said pistons such that the driving force between the pistons
and the shaft is transmitted through contact between said cam parts
and said pistons in a direction generally parallel to the direction
of movement of the pistons and including resilient means having a
movable part, said resilient means continuously acting on the
pistons for urging the pistons against the cam parts, wherein said
piston mechanism is a two-stroke internal combustion engine
including pumping means for pumping scavanging air to said
cylinders, the last said means being operated by said resilient
means as the movable of said resilient means moves with the pistons
during the reciprocation of the pistons.
2. A piston mechanism according to clam 1 wherein the cam parts are
nonpositively connected to said pistons such that the pistons and
the cam parts can be moved independently of each other.
3. A piston mechanism according to claim 1 wherein the cam parts
engage the pistons directly such that said contact is sliding
contact.
4. A piston mechanism according to claim 1 wherein the pistons
include rolling elements reciprocating therewith and wherein the
cam parts engine the rolling elements whereby said contact is
rolling contact.
5. A piston mechanism according to claim 1 including guide means
for preventing rotary movement of each piston within its respective
cylinder.
6. A piston mechanism according to claim 1 including further cams
mounted on said shaft for rotation therewith for controlling the
flow of fluids in said mechanism relative to said cylinders.
7. A piston mechanism according to claim 6 including control valves
for controlling the flow of fluids into and out of said cylinders,
movement of said valves being controlled by said further cams.
8. A piston mechanism according to claim 1, wherein said resilient
means comprises at least one spring member having its central part
located between the pistons and having one opposite end engaging
each of the opposed pistons to urge the same in the direction
towards the cam part, the movable part of said spring member
reciprocating with said pistons operably engaging a movable part of
said pumping means to feed said scavanging air into the
cylinders.
9. A piston mechanism according to claim 8, said movable part of
said pumping means being a diaphragm, wherein when the pistons move
toward said shaft the diaphragm is moved by said spring member to
cause scavanging air to be fed into the cylinders.
Description
BACKGROUND OF THE INVENTION
This invention relates to piston mechanisms of the type including
at least one pair of opposed pistons and cylinders and including a
central shaft drivingly engageable with the pistons.
In piston mechanisms of the present type, particularly in internal
combustion engines, the coupling between the pistons and the
central shaft is usually characterized by a connecting rod system.
However, this conventional connecting rod system has several
disadvantages. It is a comparatively complicated structure and
requires substantial space for its operation. In addition, this
arrangement has the further disadvantage that the coupling elements
are normally fairly large and thus produce large oscillations as
they constantly change their direction during the operation of the
engine. These oscillations thereby result in undesirable vibrations
and moreover they lead to excessive wear of the engine parts and
excessive loading of the bearings.
SUMMARY OF THE INVENTION
It is a purpose of the present invention to provide a piston
mechanism such as an internal combustion engine or the like wherein
the above described disadvantages are eliminated. It is thus a
further purpose of this invention to provide a mechanism of the
type described which is substantially free from vibrations and
which is compact in size and which operates without overloading the
bearings.
This purpose is achieved in accordance with the present invention
by providing at least one and possibly more pairs of diametrically
opposed piston and cylinder units located on opposite sides of a
rotating shaft and providing on the shaft a cam comprising cam
parts mounted on diametrically opposite sides of the shaft axis for
rotation with the shaft. In accordance with a feature of the
present invention, the driving force is transferred between the
pistons and the cams by direct engagement of these members, either
through sliding surface contact or rolling surface contact wherein
the driving force is exerted in a direction generally parallel to
the direction of reciprocation of the pistons. Thus, conventional
crank shafts, connecting rods, etc., are completely eliminated.
In a preferred embodiment of the invention, resilient means are
provided for urging the pistons against the cam parts. This
resilient means may comprise a wire-type spring member grasping the
pistons at its two ends and having its central part located in the
central space between the pistons in the vicinity of the shaft. For
convenience the wire-type spring may be at least partially wound
about the shaft.
When applying the present invention to a two-stroke internal
combustion engine, the spring need only ensure movement of the
pistons against the cams when the engine is stopped and upon
starting of the engine. Consequently, in this environment the
spring need not be very powerful. In the case of a four-stroke
internal combustion engine, however, the spring must also assure
contact between the piston and the cam parts during a particular
operating phase, and in this case the spring will have to be more
powerful.
In accordance with a further feature of the invention, the
resilient means may comprise a steel strip or the like connected to
one piston at one end and connected at its other end to a separate
resilient means or to another part of the engine which is moveable
through a cycle opposite from that to which the said strip is
attached. For example, in an embodiment having two pairs of pistons
arranged at right angles to each other, the strip may be attached
at its two ends to one piston of each pair, the intermediate part
of the strip being wound about the shaft.
In accordance with a further feature of the invention, in the case
of a two-stroke internal combustion engine, the spring may be
arranged to facilitate feeding of scavaging air into the cylinders.
In this case the moveable part of the spring may be made to act
against a resilient member such as a diaphragm or the like to cause
pumping of air into the cylinders concurrent with reciprocating
movement of the piston.
In accordance with another feature of the invention, the same
driving shaft may have additional cams mounted thereon for
controlling the fluid relative to the cylinders. For example, the
cams may operate valves, injection nozzles or the like for
controlling the flow of fuel and or air to and from the
cylinders.
Thus, it is a purpose of this invention to provide a new and
improved piston mechanism.
It is another object of this invention to provide a new and
improved piston mechanism which is substantially vibration free and
which is relatively compact.
It is another object of this invention to provide a new and
improved piston mechanism having diametrically opposed cylinders
with reciprocating pistons therein which are drivingly engageable
with cam parts mounted on and rotatable with a shaft located
between the pistons.
It is another object of this invention to provide a new and
improved piston mechanism having opposed pistons drivingly engaging
a shaft through cams mounted on the shaft and including novel
arrangements of resilient means for assuring contact between the
pistons and the cams.
Other objects and the attendant advantages of the present invention
will become apparent from the detailed description to follow
together with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
There follows a detailed description of preferred embodiments to be
read together with accompanying drawings. It is to be understood,
however, that the description and the drawings are provided merely
to illustrate and describe preferred embodiments of the
invention.
FIG. 1 is a sectional view of a piston mechanism constructed in
accordance with the features of the present invention.
FIG. 2 is a side elevational view taken from the left-hand side of
FIG. 1.
FIG. 3 is a horizontal sectional view taken along line 3--3 of FIG.
2.
FIG. 4 is a partial cross-sectional view similar to FIG. 1 but
showing a modification of the invention.
FIG. 5 is a partial cross sectional view similar to FIG. 1 but
showing another modification of the invention.
FIG. 6 is a side elevational view of another embodiment with a
portion shown in section and taken through line 6--6 of FIG. 8.
FIG. 7 is a sectional view taken through line 7--7 of FIG. 8.
FIG. 8 is a sectional view taken through line 8--8 of FIG. 7.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
In the description to follow, like numerals represent like elements
throughout the several views. Further, in FIGS. 4 and 5, certain
elements similar to those in FIG. 1 are increased by 100 and 200,
respectively. Further, in the embodiment of FIGS. 6 through 8,
elements similar to those in FIGS. 1 through 4 are raised by
300.
Referring to FIGS. 1-3, there is shown a two-cylinder two-stroke
internal combustion engine. It comprises a cylinder block 1 in
which are formed two diametrically opposed cylinders 1a, 1b with an
inner chamber 1c between them. A driving shaft 2 is mounted and
axially centered in the unit through the agency of bearings 3, 4
and has a clutch slot 2a for positive engagement with any unit (not
shown) to be driven. 5 and 6 depict seals for sealing the inner
chamber 1c from the exterior. The cylinders are provided at their
peripherics with cooling fins 1d, 1e, and a cylinder head 7a, 7b
respectively, is fastened to the block 1 at the respective ends of
the cylinders. Spark plugs 8a, 8b of conventional form are secured
in each cylinder head. A cover 11 is secured to one narrow side 1f
of block 1 by screws, this cover carrying carburetter 9 and suction
flap valve 10. The driving shaft 2 also drives the rotary part 12
of an electromagnetic spark distributor, which has a number of
blades 13 additionally carried at the periphery thereof serving as
an air blower for cooling parts 1d, 1e. The fixed or immobile part
12a of the distributor is secured to the engine block 1. The drive
transmission from shaft 2 to the rotary part 12 may for example be
implemented by a key 13a.
Also provided in cylinder block 1, in the vicinity of cylinders 1a,
1b are apertures 1sa, 1 sb which conduct the flow of scavaging air
through the cylinders. Arranged in each cylinder is a piston 14a,
14b which is reciprocable in the direction towards the axial center
of the unit. The coupling between pistons 14 and driving shaft 2
is, however, not in the traditional manner through a connecting rod
but as follows:
Transversely mounted in each of the pistons 14a, 14b is a roller
pintle 15a, 15b on which is rotatably mounted, preferably through
the agency of needle bearings (not shown), a roller 16a, 16b
respectively. Each of these rollers is engaged by a cam comprising
cam parts 2 na, 2nb mounted on shaft 2. These cam parts may be in
one piece with the shaft or may be made separately and then firmly
fastened thereto. Cam parts 2na, 2nb are disposed diametrically
opposite from one another relative to the shaft axis so that they
cooperate alternately with the rollers 16a, 16b of the pistons when
shaft 2 rotates.
A return spring 17 of resilient wire form is disposed in the inner
chamber 1c and has ends 17a, 17b curved and each engaging and thus
held to one of the pintles 15a, 15 b. The resilient limb 17as of
this spring is shaped to provide a central multiturn section 17ac
in the vicinity of shaft 2, with limbs 17az extending therefrom
transversely through the inner chamber 1c and united at 17d with
the other spring part 17bz which is similarly shaped and arranged
at the other side of cams 2na, 2hb. Spring 17 is connected at 17d
to a resilient diaphragm 18 by means of a rivet 19 or the like.
With the arrangement of spring 17 described above, when piston 14a
moves outwardly, that is, into its upper dead center position "OT,"
limbs 17as and 17bs are distended so that the central limb portions
17az, 17bz move in the direction of the arrow A in FIG. 1. At the
same time the part 17d makes a movement in the same sense in the
direction of arrow B, wherefore diaphragm 18 is pushed out to the
right (FIG. 2). When piston 14 moves inwards, that is to say into
the lower dead center position "UT," limbs 17as, 17bs draw together
under the effect of the resilience of spring 17 and the spring
portion 17ac, 17bc, 17d now perform a movement in the reverse
direction to the left (FIG. 1). During this phase diaphragm 18 is
pulled in again. This motion of diaphragm 18 in snychronism with
the inward movement of the pistons is used for a pumping action,
whereby the parts 17d and 18 act as a charging pump or blower. This
increases the volume of suction and scavaging air and the suction
or scavaging air inside chamber 1c is subjected to a useful
precompression (in other constructions a feed pump or the like can
be connected to the spring portion 17d, in place of diaphragm 18,
for the purpose indicated above).
The operation of the arrangement described simulates that of a
known two-stroke engine with an extraneous ignition, and thus it is
unnecessary to explain further the functioning in a two-stroke
cycle of this nature. A difference is to be found, however, in the
fact that the two pistons operate with a simultaneous stroke, that
is to say they simultaneously move outward and reach the OT
position or inward reach the UT position. They also differ in that
in the present arrangement the force between the shaft 2 and the
pistons 14a, 14b is transmitted through cams 2na, 2nb only.
Engagement between elements 14a, 14b on the one hand the elements
2na and 2nb on the other is ensured at any moment in the two
strokes (up to a certain number of rotations), by either the
pressure of the cam or the counter pressure within the cylinders
acting on each piston.
An optimum driving coupling is ensured when the forces acting on a
piston are equal to or less than the pressure exerted on the piston
from the combustion chamber. In the example illustrated it will be
assumed that the performance curve of each piston, which is
calculated from the diameter of the drive rollers, the outside
diameter of the cam and the curvature of the entry and exit flanks
of the cam and the base circle of the latter is a true sine curve.
Thus a satisfactory drive coupling is ensured as long as the
formula
P=n.sup.. .omega..sup.2 .sup.. r .sup.. sin .alpha.
is adhered to, the factors of the above being as follows:
= pressure on the pistons.
n = twice the rate of rotation of the driving shaft
107 = twice the angular speed of the driving shaft.
r = half the height of the cams.
.alpha.= twice the angle of rotation of the driving shaft.
The pistons 14a, 14b are accelerated during the upward motion (from
UT to OT) up to half the stroke, that is to say at least as long as
the openings 1sa, 1sb are open. As soon as these openings are
covered by the pistons a counterpressure is developed in each
cylinder 1a, 1b which augments the pressure of the pistons 14a, 14b
through the rollers 16a, 16b against the associated cams 2na, 2nb.
As soon as the travel exceeds the half stroke the movement of the
piston is slowed down, but the counterpressure at this point is
already greater than the forces imposing the delay, so that even at
this phase of the upward movement the power transmission is
continuously maintained. The maximum delaying forces act on the
piston in the OT position. At this instant, however, the counter
forces exerted from the cylinder are at a maximum.
As regards the downward movement of the pistons (from OT to UT)
conditions analogous to those referred to above in relation to the
upward movement will apply. Thus a power coupling between the
piston and the cams continuously prevails even during the downward
movement.
As has been explained in the foregoing, the forces and counter
forces which act on each piston in the embodiment being described
are so related to one another that without more a nonpositive
coupling is continuously applied between the pistons and cams,
until a critical rate of rotation is achieved. The tension spring
17 is thus not per se necessary during the running of the engine.
Its only function is to assist the starting of the stationary
internal combustion engine in cases where both pistons may by
chance come to rest in position OT. In such instances, when
starting up the spring must move the two pistons towards position
UT on movement of the cams to ensure engagement between the
cooperating parts. In such instances the spring has merely to
overcome the friction between the pistons and cylinders and the
relatively small pressure in chamber 1c, and in some instances the
weight of the pistons (in the event that the internal combustion
engine is arranged so that the axis of the pistons are vertical).
The spring forces required here are however very small, so that
spring 17 need not be very strong.
When the return spring does not have to operate a scavaging air
charging device, the form of this spring can be even more simple
than that illustrated in FIG. 1, as shown by the example
illustrated in FIG. 4. In this case a relatively weak spring 117 is
arranged at each side of the cams 2na, 2nb. With this means, not
only is the return of the pistons 14 ensured, but the pistons will
also be held in their correct running positions relative to cams
2na, 2nb by the action of the two springs 117 on pintles 15a and
15b. Instead of using a return spring, each piston can be connected
with one end of at least one steel strip 217 as indicated in FIG.
5, the other end being anchored to a part which is movable in a
cycle opposed to that of the piston, for example to a fixedly
mounted rotational roller 218 which is turned in the direction of
arrow C by means of a helical spring 219. As a result, during the
movement of the piston 14a to position UT the strip 217 will be
rolled around roller 218 under the action of spring 219 and will
roll off roller 218 again when the piston moves towards OT in
opposition to spring 219. Alternatively, a steel wire or a chain
may be used for the same purpose in place of a steel strip in this
type of return of the piston.
The features illustrated in FIGS. 1 to 5 could be used also in
similar form in a single cylinder internal combustion engine if for
example the piston 14b is not subject to the pressure in a
combustion chamber 1b but is merely urged, through its roller 16b
against its associated cam 2nb or 2na under the action of a
correspondingly powerful spring. This piston 14b would then merely
have the function of a member for returning working piston 14a.
The embodiment of the invention illustrated in FIGS. 6 to 8 relates
to a four-stroke internal combustion engine with extraneous
ignition. In contrast to the embodiment of FIGS. 1 to 3, this
embodiment has pairs of pistons offset at 90.degree. to one
another. The power transmission, without connecting rods, between
the driving shaft and the pistons is here the same as in the first
embodiment, so that a further description of this phase of the
operation need not be repeated here.
The elements in this embodiment are again devised so that the cam
rise follows a sine curve. Since in the case of a rapidly running
four-stroke engine inertial forces are heavy and, on the other
hand, the pressures or counter pressures applied against each
piston from the cylinder are very small, or even slightly negative
(suction stroke) in certain operating phases, an expedient
dictating a positive return movement is necessary for each piston
to ensure engagement between the piston and cam. A preferred return
means designed for this purpose is a spring steel strip 317a which
is connected to the piston 314a of one pair, passes around shaft
302 at 302u and is then connected to piston 314c of the other pair.
A second strip 317b is similarly arranged between the other two
pistons 314b and 314d. Since the two strip-connected pistons
operate in opposed cycles, the strip length always remains the same
(assuming D =d).
When the diameter D of the relevant portion of the shaft must be
greater than the diameter d, the resultant comparative motions of
pistons 314a and 314c may be balanced by an appropriate slight
modification of the rising or falling flanks of cams 302na, 302nb,
with the base circle and the top circles of these cams remaining
the same.
A spring steel wire or a chain or the like may be used in place of
the spring steel strip referred to. Moreover two connecting
elements of the kind referred to could be connected in symmetrical
fashion to a single piston, should it be found necessary to do so,
for example for parallel guidance of the piston or its roller
relative to the cam.
Two further control cams 302i and 302e are provided on drive shaft
302 alongside cam 302n for operating the inlet valves 320a, 320b,
320c, 320d or the exhaust valves 321a, 321b, 321c, 321d through
interposted transmission elements of known type.
In the case of engines having self-coupling (Diesel engines) a
third control cam, may be provided on shaft 302, for example for
controlling injection nozzles.
In this embodiment use is made of one control cam only for a
specific group of control elements, so that the firing sequence is
a, b, c, d. Where use is made of a number of control cams for one
group, for example for inlet valves, the firing sequence may
however, be varied very simply in any appropriate way.
In all the embodiments of the invention described, no lateral and
no continuously alternating torques are applied to the driving
shaft, to that the occurrence of detrimental oscillations in the
drive is inhibited. Moreover the transmission forces between the
pistons and cams are always normal to the cams and alternate in the
same cycle at both sides so that no, or only very minimal bending
forces are applied to the shaft. The latter therefore need not be
very robust and can be mounted in small main bearings only. Stated
differently, the load on the bearings is relatively small. More
importantly, the number and form of the driving cams on the shaft
can be suited to the transmission ratio required. That is, instead
of using the ratio 1: 2 in the example illustrated, a reduction
ratio 1: 3 or 1: 4 can be used.
the elements (pistons, shaft, cams, valves etc.) which are required
to construct the piston engine in accordance with the present
invention have the conventional form, so that they can be made by
prior manufacturing means or methods, and for example even by a
series manufacturing process, and be economically assembled.
Moreover, in view of the omission of the connecting rods in the
piston equipment, the height of the engine can be substantially
reduced and a compact piston engine construction achieved.
Although the invention has been described in considerable detail
with respect to preferred embodiments thereof, it should be
apparent that the invention is capable of numerous modifications
and variations apparent to those skilled in the art without
departing from the spirit or scope of the invention. For example,
the number of pistons is not limited to the number illustrated, and
the device may be applied to different types of piston mechanisms
such as a pump wherein the shaft drives the pistons.
* * * * *