Rocking piston engine and rocking-piston compressor

Details Rocking piston engine and rocking-piston compressor Rocking piston engine and rocking-piston compressor

1997-06-24

1998-06-23

Okonsky, David A.

Internal-combustion engines

Transmission mechanism from piston

With particular piston

1231936, F02B 7506

Patent

active

057690480

DESCRIPTION:

BRIEF SUMMARY
BACKGROUND OF THE INVENTION

The present rocking-piston engine is the result of many decades of theoretical and practical research and development, partially together with the Federal Institute of Technology, Zurich (Switzerland). The aim has been to achieve decisive benefits with respect to simplicity, compactness, weight, manufacturing costs, smooth running, response, consumption, emissions, servicing and recycling. Applications involving engines of any size and configuration seem to be universally sensible, indeed essential for land and water vehicles (and airplanes), if their needed reduction in size and simplification are to be made at all possible .


BRIEF DESCRIPTION OF THE DRAWINGS

The new inventions arise from the patent claims, and further related features and advantages are explained more precisely with the aid of simplified diagrams using examples, as follows:
FIGS. 1 and 2 show versions of an experimental engine in front and side elevation;
FIG. 3 shows further versions of FIG. 1 with details in another piston position;
FIGS. 4A to 4C show enlarged front (apex) seals in front elevations;
FIG. 5 shows details of the rocking-piston, outline/section;
FIG. 6 shows a variation of FIG. 2 with friction bearings in detail;
FIGS. 7 and 8 show the casing of a multi-cylinder vehicle engine (and compressor);
FIG. 9 shows a lean-burn version of the cylinder head in FIG. 7; and
FIG. 10 shows a scaled-down outline of the front of a small car with the engine as shown in FIGS. 7 and 9.


DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For two-stroke engines long, narrow, rectangular rocking-pistons are optimal; they allow for low, wide gas-exchange ports (FIG. 7) and a short, stiff crankshaft (FIGS. 2 and 6). Squeeze zones on both sides (FIG.9) lead nevertheless to a compact, conventional combustion chamber. On the other hand, the long rocking-pistons offer for the first time a way of avoiding additional braking of the rising piston, which inevitably occurs as a result of pre-injection/pre-ignition and combustion before top dead centre. A short explanation follows:
According to a first embodiment of the present invention, the piston crown 1 lies on a circular cylinder with axis 2 of the connecting rod bearing 3, and the cylinder head inner wall 4 lies at least sectorially on a circular cylinder with axis 5 of the crankshaft bearing 6 (FIGS. 1 to 3). Thus, the wall 4 constitutes the envelope surface of the moving piston crown 1. The following points are important: the advanced side reversal point 7 of the piston motion, the sealing point 8 (FIG. 3), top dead center 9 (reversal point at the end of the piston stroke), the reversal point 10 and the lagging side reversal point 11 (mirror symmetrical to 7). Two of these points also appear on the crank circle 12 as 8' and 9'. For example, a spherical or ellipsoidal combustion chamber 13 for the cylinder head 14 shows, e.g., an injection nozzle and a glow or spark plug 15 in a V configuration, as well as a wide channel 16 to the rectangular, dished cylinder 17. Thanks to a seal (e.g., carbon deposit) between piston crown 1 and piston wall 4 in the region of sealing point 8 (FIG. 3) up to top dead center 9, braking of the piston crown 1, which is still rising as a whole but already falling on the right, can no longer occur. On the contrary, even from the point 8 (at a crank angle of 345.degree. here), driving forces will be exerted on the crankshaft, against which are acting the reaction forces due to further compression of the air intake. Further details of this are shown in FIGS. 3 and 7.
For the design and construction of rocking-piston engines one should refer to earlier publications of the same applicant. The following supplements should therefore suffice for an understanding.
The piston crown 1, which is domed upwards, leaves room for durable piston springs of optimum dimensions, in place of double leaf spring 21, as in FIG. 1 (left). Continuous seal springs 22 (FIGS. 1, 2 and 5) ensure a lasting fit of the front (apex) seals 23, while approximately equally

REFERENCES:
patent: 2284645 (1942-06-01), Duffy
patent: 3695150 (1972-10-01), Salzmann
patent: 4142500 (1979-03-01), Davis
patent: 4765292 (1988-08-01), Morgado
patent: 4829954 (1989-05-01), Morgado
patent: 4924824 (1990-05-01), Parsons
patent: 5186137 (1993-02-01), Salzmann

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