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WO1998030792A1 - Moteur a combustion interne orbital - Google Patents

Moteur a combustion interne orbital Download PDF

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Publication number
WO1998030792A1
WO1998030792A1 PCT/US1997/000691 US9700691W WO9830792A1 WO 1998030792 A1 WO1998030792 A1 WO 1998030792A1 US 9700691 W US9700691 W US 9700691W WO 9830792 A1 WO9830792 A1 WO 9830792A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
cylinders
crankshaft
cylinder
engine
Prior art date
Application number
PCT/US1997/000691
Other languages
English (en)
Inventor
Michael C. R. Farrington
Original Assignee
Farrington Michael C R
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Farrington Michael C R filed Critical Farrington Michael C R
Priority to AU18303/97A priority Critical patent/AU1830397A/en
Priority to PCT/US1997/000691 priority patent/WO1998030792A1/fr
Publication of WO1998030792A1 publication Critical patent/WO1998030792A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/242—Arrangement of spark plugs or injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B57/00—Internal-combustion aspects of rotary engines in which the combusted gases displace one or more reciprocating pistons
    • F02B57/06—Two-stroke engines or other engines with working-piston-controlled cylinder-charge admission or exhaust

Definitions

  • the present invention generally relates to internal combustion engines and more particularly to an engine utilizing an opposed piston and cylinder set connected with the crank throw of the crankshaft in which the piston and cylinder set rotates in an orbit about an axis spaced from the rotational axis of the crankshaft to provide an engine in which the power stroke during expansion of the burning fuel and air mixture extends for a full 360° rotation of the crankshaft and crank throw while the cylinder set has rotated only 180°.
  • the internal combustion engine design can waste up to 97% of their contained thermal energy. This energy released by fuel combustion is due to design fault creating improper oxygenation of the fuel, as well as friction and heat due to numerous unnecessary moving parts to burn the f el.
  • Gasoline the most utilized of all fuels for ⁇ internal combustion engines, requires 14 parts of oxygen to one part of fuel for proper combustion.
  • the volume of fuel/air mixtures is restricted to the vacuum created by the piston's reciprocation or lobe rotation to charge the combustion chamber.
  • Such reciprocation is controlled in two and four cycle engines by the crank throw or lever. Thus, a one-inch throw with a rotation of 180° causes a two inch reciprocation of the piston in relation to the cylinder head.
  • the volume of that cylinder is restricted to the diameter of the cylinder and the length of the piston stroke.
  • the volume of the fuel and air being drawn in is created by the vacuum of the piston stroke on the intake.
  • the required 14 parts of air to one part of fuel in relation to gasoline provides an incorrect fuel to air mixture that creates more inefficiency as more acceleration is required.
  • the cylinder volume is constant, each addition of fuel per cubic centimeter deducts from the air volume to properly burn, and cuts the efficiency of the heat expansion of the fuel. Further, the more fuel utilized per cubic inch the greater the waste through the exhaust system. Such fuel waste in turn causes the need for anti- pollution devices, thus creating back pressure in the exhaust system restricting proper scavenging of exhaust gases and restricting proper fuel/air volume.
  • Attempts to increase the volume of oxygen in the cylinder by the use of turbos, blowers, and oxygenated fuels have been of such small improvement as to be impractical in low-level atmospheric pressures.
  • alcohol additives because of their water content, and the use of water injection in aircraft and high- performance engines is restricted.
  • alcohol addition is restricted to ten percent or less, and water injection is restricted to ten to thirty seconds in the valve systems of the present four cycle internal combustion engines.
  • the present invention is an orbital internal combustion engine. It differs from engines described as rotary and from engines that are stationary with unbalanced loads, sometimes termed inertia engines, that require extremely high RPMs causing both heat and friction with poor fuel economy, pollution and energy waste of fuel.
  • the orbital engine of the present invention utilizes the existing forces created by the action of rotation and a high level of the thermal energy with a simplicity requiring an absolute minimum of components. In comparison to the four cycle engine, which requires the engine to reciprocate 16 times to achieve a 360° crank rotation under power, this rotation is achieved by the orbital engine of the present invention in a single stroke. This rotation is also achieved in the present invention without the useless action of unnecessary intake, compression, and exhaust strokes, as well as no reduction of power for a valve system.
  • the innovative features of the orbital engine of the present invention include:
  • a four cylinder engine of the present invention requires only four moving parts: two piston sets; the crankshaft and the engine rotating on fixed engine mounts.
  • a cowling surrounds the rotating engine and provides a unique ignition system, temperature control of the engine, as well as enabling the engine to operate in either a clockwise or counter clockwise rotation by reversing a switch.
  • Positive lubrication is provided, as all working parts of the engine operate in a constant lubricant, including all bearings and piston interiors feeding the oil rings. Constant crankcase and piston capacity is controlled by an external oil feed.
  • Piston crowns are designed not only to direct the air/fuel mixture to the top of the cylinder, but on completed compression, to shape the fuel mixture into a configura ion which directs the energy largely against the piston crown with a minimum energy waste against the cylinder walls.
  • Reduced weight to horsepower output is achieved by increased efficiency of all aspects of the orbital engine. A minimum of working parts, maximum horsepower at significantly low RPMs and lack of friction due to an unusual lubricating system requiring no pumps or filter system.
  • the orbital engine has a simplicity of design with low fuel consumption compared to conventional two and four cycle engines, absolute minimum cost of manufacturing and a practically non-polluting internal combustion engine.
  • an object of ' "the present invention is to provide an orbital internal combustion engine by which thermal efficiency has been materially increased as compared to existing engines .
  • Another object of the invention is to provide an orbital internal combustion engine by which the environmental pollution discharge from the engine has been materially reduced as compared to existing engines .
  • a further object of the invention is to provide an orbital internal combustion engine in which a set of opposed cylinders receiving a set of opposed pistons rotate about a rotational axis that is spaced from the rotational axis of the crankshaft and the crankshaft throw.
  • Still another object of the invention is to provide an orbital internal combustion engine as set forth in the preceding object in which the cylinder and piston sets orbit 180°, while the crank throw and crankshaft orbit 360°, with the expansion force of the burning combustible mixture exerting force on the pistons throughout the 360° rotation of the crankshaft.
  • Yet another important object of the invention is to provide an orbital internal combustion engine in accordance with the preceding objects in which a crank case rigidly interconnects the cylinder sets and each cylinder includes inlet ports for a combustible mixture and outlet ports for exhausting combustion products with the ports being opened and closed by the pistons during their reciprocation in the cylinders and utilizing centrifugal force for movement of the combustible mixture toward the interior of the cylinder head.
  • a still further object of the invention is to provide an internal combustion engine in which the piston includes a diagonal crown with a pair of curved recesses on each side of the crown for alignment with sparkplugs in the cylinder head to provide the effect of a shaped charge to the burning combustible mixture to exert most of the force from the expanding combustible mixture to the piston rather than to the cylinder wall .
  • Another significant object of the invention is to provide an internal combustion engine in which the cylinders are provided with air cooling external fins and a shroud with the fins serving to supply air to the crank case along with fuel to provide a combustible mixture to the inlet ports.
  • a final object of the invention to be recited herein is to provide an orbital internal combustion engine having a magneto structure that produces electrical energy transmitted to the sparkplugs by virtue of the sparkplugs coming into contact with charged contacts in a shroud as the cylinders rotate.
  • Figure 1A - Figure 1H illustrate schematically the relative movement of a piston set and thus the cylinders to the crankshaft throw and axis, during one power stroke about the crank throw for a 180° rotation, while the crank throw and crankshaft are rotated 360° thereby providing a 360° power stroke to the crankshaft for each 180° rotational movement of the cylinders and pistons in the orbital engine of the present invention.
  • Figure 2 is a partial sectional view of a four cylinder arrangement of the orbital internal combustion engine of this invention.
  • Figure 3 is a schematic sectional view of the crank case illustrating the motor mounts, intake manifold and exhaust manifold and other components of the orbital internal combustion engine of this invention.
  • Figure 4 is a partial sectional view of the engine of the present invention illustrating further structural details including the magneto and the orientation of the shroud and contacts for providing an ignition charge to the sparkplugs.
  • Figure 5 is a schematic end elevational view illustrating the air intake and orientation of the crankshaft, fuel and air mixture intake and the structure for supporting the cylinders for the engine of this invention.
  • FIGs 1A - 1H illustrate schematically the 360° rotational movement of crankshaft 10 during one power stroke of piston set 11 about a crank throw 12 of only 180°.
  • This leveraged rotation is achieved by offsetting crank throw 12 from the crankshaft 10 by crank arms 14 thereby moving the crank throw 12 in a circular path having the same axis as the rotational axis of the crankshaft 10.
  • the piston set 11 comprises a pair of rigidly connected opposed pistons 16 and 18 which are rigid with piston rods 20 and 22, which in turn are rotatably journaled on the crank throw 12.
  • the pistons 16, 18 and piston rods 20, 22 are a rigid unit but the piston rods 20 and 22 are rotatably journaled on the crank throw 12.
  • Figure 1A illustrates the piston 16 positioned 7° from top center.
  • the radial marker 21 shown on the near end of crankshaft 10 is positioned at twelve o'clock.
  • Figure IB illustrates the piston 16 with piston rod 20 and piston 18 with piston rod 22 orbited 25° to create a 37° rotation of the crankshaft 10.
  • Figure 1C illustrates the piston set orbited 50° resulting in a 90° rotation of the crankshaft (see marker 21 point7ing to nine o'clock).
  • Figure ID illustrates a 75° orbit of the piston set and 130° rotation of the crankshaft.
  • Figure IE illustrates a 90° orbit of the piston set and a 180° rotation of the crankshaft (marker 21 is now pointing at 6 o'clock) .
  • Figure IF illustrates 125° orbit of the piston set and 195° rotation of the crankshaft.
  • Figure 1G illustrates a 150° orbit of the piston set and a 260° rotation of the crankshaft
  • Figure IH illustrates a 180° orbit of the piston set and a 360° rotation of the crankshaft.
  • Marker 21 has now returned to the 12 " o'clock position.
  • the piston 16 (and piston 18) orbits 180° and the power stroke extends 180°.
  • the crankshaft is provided with power for 360° rotation, or a complete revolution.
  • FIG. 2 illustrates in partial section the arrangement in which two sets of opposed cylinders and corresponding piston and crankshaft assemblies are utilized, with each of the four cylinders being designated generally by reference numeral 24.
  • Each cylinder is provided with a cylinder head 26 having an inner surface with a slight arcuate concave curvature.
  • Both the side walls 27 and the cylinder head 26 of each cylinder 24 are provided with air cooling fins 28 and 29, respectively, projecting from the outer surface of the cylinder in spaced relation for maintaining operating temperature of the engine.
  • each piston set of two pistons 16 and 18 and their respective piston rods 20 and 22 are preferably cast and machined as one piece. They are then separated at a 45° angle, as at 31, and bored for the purpose of affixing the rods 20 and 22 around the related crank throw 12.
  • Each of the pistons includes a diametric crown 30 which is convexly curved in the same degree as the curvature of the inner surface of the cylinder head 26.
  • the piston On each side of the central transversely extending crown 30, the piston is provided with a convexly curved recess 32.
  • Each piston wall is provided with a plurality of spaced rings 34 below the crown and below the recesses to sealingly engage the piston with the internal wall of the cylinder 24 in a known manner.
  • the cylinders 24 are rigidly affixed with relation to each other by a crank case 36 with the crank case 36, cylinders 24 and cooling fins 28 and 29 being of rigid construction.
  • the cooling fins 29 on the cylinder head are canted or angled for the purpose of directing clean fresh air drawn into a shroud or cowling as illustrated in Figure 4 and designated generally by reference numeral 40.
  • Figure 3 illustrates the side view of one piston set and the unique design of the piston crown.
  • a pair of sparkplugs 42 are positioned in each cylinder head and aligned with the recesses 32 on opposite sides of the crown 30 on the piston.
  • the conformation of the cylinder head curvature and the configuration of the piston crown as shown in the left side of Figure 3, and described above, is such that the fuel air mixture is compressed into the two pockets 33 formed by the recesses 32 so that the force of the burning combustible mixture is directed largely against the piston head or crown rather than the cylinder walls, similar to the manner in which a shaped charge functions in demolition or armor piercing procedures .
  • Figure 3 also illustrates the complete crankshaft assembly including crankshaft 10 and crank throw 12, as would be present in a four cylinder engine, such as illustrated in Figure 2.
  • Forward motor mount 44 and rear motor mount 46 rotatably support the crankshaft 10 by bearing and seal assemblies 48 which form a closure for the crank case where the crankshaft extends through to retain lubricating oil within the crank case.
  • the forward motor mount 44 is provided with an air intake manifold 50 and rear motor mount 46 is provided with air exhaust manifold 54 which cooperate with rotation of the cylinders 24 to create a rotary valve system that does not deduct horsepower from the power stroke of the pistons, as described in further detail below in connection with Figure 4.
  • the orbital engine is not restricted in the number of piston sets and cylinders but must always be in sets of two opposed pistons. The two cylinder and four cylinder arrangements are clear from Figure 2. If six or more cylinders are desired, they should be stacked.
  • Figure 4 illustrates the relationship of the intake manifold 50 to inlet ports 52 in the cylinder wall and the relationship of exhaust manifold 54 to exhaust ports 56 in the cylinder wall.
  • the pistons 16 and 18 include a skirt 58 which cooperates with the ports 52 and 56 to open and close the ports during reciprocation of the piston set .
  • seal structures 60 associated between the motor mounts 44 and 46 and the crank case 36 provide a rotational sealed relationship.
  • Figure 4 also illustrates the relationship of the inlet port 52 of the intake manifold 50 and the exhaust ports 56 of exhaust manifold 54 with an intake passageway 62 and a discharge passageway 64, respectively, in a support structure 66 forming portions of the rigid cowling 40.
  • the cowling 40 encompasses the entire engine and includes an arcuate member 68 having contact members 70 mounted thereon which will engage the sparkplugs 42 during rotation of the cylinders with the contact members 70 extending for a predetermined arcuate distance as illustrated in Figure 5.
  • the contact elements 70 are in pairs on opposite sides of the center line at the top of the arcuate cowling member 68 to enable rotation of the engine in either a clockwise or counterclockwise direction by providing a switch to determine which of the contact members 70 are energized.
  • the contact points maybe mounted in slots and connected with an accelerator or other mechanism to advance or retard the spark in acceleration or deceleration of the engine.
  • the rigid cowling 40 encompasses the entire engine and includes openings 72 provided with shutters 74 which can be adjusted to provide control for the air intake to the engine.
  • the openings include screened vapor filters 76 to provide a supply of clean air to the engine.
  • the shutters also assist in controlling the temperature of the engine and may be thermostatically controlled to allow more or less air to be drawn into the engine by the angle of the head cooling fins 29.
  • the lower end of the cowling 40 may assume various configurations necessitated by the use of the engine where various exhaust systems may be required due to the use of heat from the exhaust system being utilized as well as in some instances, the cooling air within the cowling being mixed with the exhaust .
  • the intake manifold 50 is opened and closed by the motor mount 44 and the piston skirt 58 opens and closes the intake ports 52 which forms a slider valve system.
  • the exhaust ports 56 and exhaust manifold 54 are also closed in a similar manner.
  • the exhaust ports 56 are opened along with the intake ports 52 when the power stroke has been completed to scavenge combustion products from the cylinder and admit a combustible mixture into the cylinder.
  • Rotation of the cylinders 24 cause the heavier combustible fuel/air mixture to migrate toward the cylinder head.
  • the centrifugal force due to the rotation of the engine not only moves the combustible mixture toward the cylinder head but the heavier components of this mixture assist in expelling the lighter combustion products from the exhaust port.
  • the centrifugal force also serves to compress the combustible mixture as it moves toward the cylinder head.
  • Figure 4 also illustrates a starter bendix gear 80 engaged with a starter ring gear 84 has magnets 86 mounted therein which are affixed thereto and rotate about three coil segments 88 to form a magneto. Two of the coil segments provide a constant energy source to the firing contacts 70, and the third coil segment is a part of an alternator encompassing a silicon rectifier diode.
  • the crank case 36 has lubricant therein which is sealed so that all four moving parts are lubricated by running in oil.
  • the pistons are therefore constantly lubricated by centrifugal force forcing the oil into the piston which is hollow to the point of the oil rings 34 where lubricant passes through openings in the skirt 58 to the cylinder wall 27 in a well known manner.
  • Figure 5 illustrates the cowling 40, the firing points 70, the air inlet opening 72, shutters 74 and screened vapor filter 76.
  • the forward motor mount 44 is illustrated along with the fuel and air mixture inlet 62 and the rotational axis of the crankshaft 10.
  • the rotational axis of the crankshaft is offset in relation to the rotational axis of the cylinders and crank case which rotate on the cylindrical motor mounts 44 and 46 as illustrated in Figure 4.
  • the screened vapor filters through which air being drawn into the cowling for cooling is controlled by the movable shutters which may be thermostatically controlled for proper engine operating temperatures.
  • the forward and rear sections of the cowling are identical.
  • the firing points 70 are preferably oriented 8° from dead center.
  • the left of center firing points 70 cause the engine to operate in a clockwise rotation while the firing points to the right of center operate the engine in a counterclockwise direction.
  • a switch determining the rotation of the engine by energizing the desired contact points 70 also opens or closes shutters in the air intake openings to coincide with the directional operation of the engine whereby the head cooling fins draws air through the rear section" of the cowling due to the angle of the fins.
  • the directional switch also causes the opposite rotation of the starter by reversing polarity. Since the starter ring is geared but not a part of the engine proper and since there are no gears, pulleys, cams and the like, the engine can be operated in either clockwise or counterclockwise direction.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un moteur à combustion interne orbital comprenant une paire de cylindres opposés (24), interconnectés de façon rigide et présentant une paire de pistons (16, 18) interconnectés de façon rigide et montés de façon à effectuer un mouvement alternatif dans les cylindres, chaque piston comprenant une tige de piston rigide (20, 22) reliée de façon rotative par un tourillon à un bras de manivelle (12) d'un vilebrequin (10). Les cylindres rotatifs et le vilebrequin tournent autour d'axes qui sont espacés les uns par rapport aux autres, les cylindres décrivant une orbite par rapport au vilebrequin et au bras de manivelle pour conférer au vilebrequin une course motrice sur 360° lorsque les cylindres ont décrit une orbite sur 180°. Chaque piston comprend un sommet (30) avec des cavités (32) de chaque côté, associées à une paire de bougies (42) dans la culasse pour répartir la charge produite par le mélange combustible afin de conférer une force d'expansion supérieure contre le piston que contre la paroi du cylindre.
PCT/US1997/000691 1997-01-06 1997-01-06 Moteur a combustion interne orbital WO1998030792A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU18303/97A AU1830397A (en) 1997-01-06 1997-01-06 Orbital internal combustion engine
PCT/US1997/000691 WO1998030792A1 (fr) 1997-01-06 1997-01-06 Moteur a combustion interne orbital

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1997/000691 WO1998030792A1 (fr) 1997-01-06 1997-01-06 Moteur a combustion interne orbital

Publications (1)

Publication Number Publication Date
WO1998030792A1 true WO1998030792A1 (fr) 1998-07-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1997/000691 WO1998030792A1 (fr) 1997-01-06 1997-01-06 Moteur a combustion interne orbital

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AU (1) AU1830397A (fr)
WO (1) WO1998030792A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110397500A (zh) * 2018-04-16 2019-11-01 周凌云 一种转缸式转子发动机及应用其的新型汽车混合动力系统

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US989221A (en) * 1907-11-13 1911-04-11 Newell O Allyn Explosive-engine.
US1019856A (en) * 1911-11-15 1912-03-12 Harry Richards Mclellan Rotary internal-combustion engine.
US1443282A (en) * 1919-09-24 1923-01-23 Heber E Hunter Rotary engine construction
US2324705A (en) * 1940-07-24 1943-07-20 Nash Kelvinator Corp Combustion chamber
US2683422A (en) * 1950-05-19 1954-07-13 Jr Albert Z Richards Rotary engine or compressor
US3599612A (en) * 1969-08-04 1971-08-17 Tony R Villella Internal combustion engine
US3921602A (en) * 1974-01-24 1975-11-25 Peugeot Rotary cylinder internal combustion engine
US4040398A (en) * 1975-12-08 1977-08-09 Engine Research Four-cycle rotary engine and method of operation therefor
EP0210960A2 (fr) * 1985-07-26 1987-02-04 Roberto Saligeri Zucchi Moteur à combustion interne rotatif
US5375564A (en) * 1989-06-12 1994-12-27 Gail; Josef Rotating cylinder internal combustion engine

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US989221A (en) * 1907-11-13 1911-04-11 Newell O Allyn Explosive-engine.
US1019856A (en) * 1911-11-15 1912-03-12 Harry Richards Mclellan Rotary internal-combustion engine.
US1443282A (en) * 1919-09-24 1923-01-23 Heber E Hunter Rotary engine construction
US2324705A (en) * 1940-07-24 1943-07-20 Nash Kelvinator Corp Combustion chamber
US2683422A (en) * 1950-05-19 1954-07-13 Jr Albert Z Richards Rotary engine or compressor
US3599612A (en) * 1969-08-04 1971-08-17 Tony R Villella Internal combustion engine
US3921602A (en) * 1974-01-24 1975-11-25 Peugeot Rotary cylinder internal combustion engine
US4040398A (en) * 1975-12-08 1977-08-09 Engine Research Four-cycle rotary engine and method of operation therefor
EP0210960A2 (fr) * 1985-07-26 1987-02-04 Roberto Saligeri Zucchi Moteur à combustion interne rotatif
US5375564A (en) * 1989-06-12 1994-12-27 Gail; Josef Rotating cylinder internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110397500A (zh) * 2018-04-16 2019-11-01 周凌云 一种转缸式转子发动机及应用其的新型汽车混合动力系统

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