Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02326705 2002-11-12
Wojciech G. Barski -3- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,'705 CRANK SYSTEM WTTH SINUSOIL1AL PISTON
MOTION
Description
FIELD OF THE INVENTION
This invention relays to a self adjusting crank system based on hypocycloid,
with small
circular cam driving directly a piston. The piston may be one-sided or
opposite-boxer
type, made of one piece of material. The piston's motion is a pure sinus. No
forces,
except piston ring friction, act on the cylinder wall. Fully balanced in
90° V2 form.
Application field is record speed and power racing motorcycle and car
turbocharged
internal combustion engines. Configuration: one cylinder, V2, V, X, star and
in-line.
BACKGROUND OF THE INVENTION
In typical internal combustion engines, compressors, pumps, etc, a piston
(moving in a
cylinder), connecting rod and a crankshaft constitute a crankshaft system.
Crankshaft
system converts reciprocal piston motion into rotation of the crankshaft - or
reverse.
The gas and inertia forces press the piston against the wall of the cylinder
and load the
connecting rod with buckling and bending stresses. With higher speed the
unwanted
inertia forces exceed the useful gas forces. The higher harmonic components of
piston
movement produce unneeded loads on materials, thus limiting the speed and in
sequence
the power. Balancing is di~cult and impossible for 1 cylinder system.
Attempts have been made to improve or substitute the basic design:
Pitts' design employs two sets of spur gears with internal meshing to guide
the movement
of an eccentric placed on the crank of the crankshaft. For 1:2 gear ratio the
eccentric
(offset a crank radius) moves in a straight line. The eccentric is fitted into
two- or one-
sided piston. Collins' system is weak and asymmetric.
The other systems are more complicated and some forfeit the main benefit of
Pitt's
design, it is that the eccentric itself is moving in a straight line, thus no
side forces act
against cylinder walls (as the crank, gears and eccentric form a mechanism).
Major drawbacks:
Short line of contact between meshing gears, out of necessity to keep short
the
crank length. This results in high stress and wear of teeth and short life.
Unavoidable backlash on spur gears. Backlash causes impact forces between the
teeth and reappearance of side forces on the cylinder walls. Major design
benefit
is lost.
No provision to eliminate backlash to ensure a straight-line movement of the
eccentric during the life of mechanism.
CA 02326705 2002-11-12
Wojciech G. Barski -4- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
Sensitivity of gears to radial displacements due to play on crank and main
shaft
bearings, resulting again in impact forces.
Not design for high speed and power.
The Canadian patent, 2,195,886, Barski, has brought a solution to all
of the problems listed above. It combines a circular cylinder & piston pair
with a
self-compensating rectilinear hypocycloid mechanism. The mechanism utilizes
conical
gears. This enables elimination of backlash, increases length of teeth for
added strength
and makes the system less sensitive to radial play. Absence of backlash,
crucial for
proper operation, is achieved and maintained throughout the operating life.
This design is very suitable for fast engines, because for given materials,
displacement,
bore/stroke ratio, it enables higher speeds for a piston engine for two
reasons:
I . Sinusoidal movement of piston does not contain unwanted harmonic
motions.
2. Absence of connecting rod and its problems.
But the piston has a relatively big opening for an eccentric circular cam,
which in turn
has to enclose the crank pin of the crankshaft.
Generally the machine design trend is to increase the power and keep the
masses
(i.e. dimensions) to a minimum. Thus an increase of speed is highly desired.
My new invention follows this trend and delivers still smaller, lighter and
faster crank
system with simple harmonic motion of pistons.
My Crank System with Sinusoidal Piston Motion is the best solution for racing
turbocharged engines. It is superior to every known crankshaft system. The
speed, power,
mechanical efficiency and the life of an engine may be extended significantly.
The other major application is for turbocharged Direct Injection Diesel
engines, known
for producing large side loads on cylinder walls. Zero pollution pneumatic
engine could
be another application.
A piston engine run on hydrogen fuel is a viable zero pollution option. High
compression
required for thermodynamic efficiency favors a crank system with high
mechanical
efficiency. Higher revolving engine is smaller and lighter.
My crank system offers the solution to advance the piston engine. As a
hydrogen piston
internal combustion engine it is very efficient and may reduce global
pollution and
warming.
CA 02326705 2002-11-12
Wojciech G. Barski -5. Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL, PISTON
MOTION
SPECIFICATION
This invention relates to internal combustion engines, compressors, pumps,
volumetric
machines, piston type.
The typical cranksha8 mechanism employs a piston moving in a round cylinder.
The
sealing properties of this pair are excellent and worth to retain.
During motion the piston exerts forces on the cylinder wall, causing wear and
lower
mechanical efficiency. Piston motion contains many harmonic components, which
cause
unwanted stresses, vibrations, fatigue and makes balancing of a single piston
mechanism
impossible.
The design of Dr.h.c. Felix Wankel is an adaptation of an aircraft rotary
compressor, but
as an internal combustion engine has heat expansion, sealing and wear
problems.
The designs of Mr. Pitts did not find practical application because of lack of
means to
eliminate backlash on the spur gears, which control the movement, and
sensitivity to
radial play. As a result hammering, pitting, wear or breaking of teeth, plus
some side
forces on cylinder wall follow. It was meant for low speed.
Patent # CA 2,195,886 shows the crank system capable of performing at very
high speeds
with high mechanical efficiency, retaining perfect straight-line motion of the
mechanism.
The only drawback lies in the geometry - it requires the circular cam to be of
relatively
big diameter to accommodate the crank pin of the crankshaft. The crankshaft or
cams
may have to be divided to assemble. This forces some design constraints and
costs. 'The
size and mass can not easily be reduced.
My new crank system proposed here removes those design restrictions, retaining
the
benefits of my former design. It is extremely effective for 90° V2 or
boxer racing engine.
It outperforms every other crankshaft system because of
pure sinus piston motion means smallest possible accelerations.
- self compensating mechanism to sustain pure sinus motion and no play,
- absence of connecting rod and associated design restrictions,
- lack of transverse cylinder forces,
- high mechanical efficiency, Iow friction and wear,
- compactness, low mass.
- inherent or easy full balancing ( inherently fully balanced 90° V2
engine),
This crank sy9tem is filly operational, practical, useful and new.
CA 02326705 2002-11-12
Wojciech G. Barski -6- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTI?M WITH SINUSOIDAL PISTON
MOTION
SUMMARY OF THE DRAWINGS
The features of the invention are illustrated on the drawings:
1. Fig. I is a view of the embodiment of the invention;
2. Fig.2 shows the straight extension of the system for practical
multicylinder
applicatian.
3. Fig.3 is a perspective cut view of the invention from F'ig. I .
4. Fig.4 is an exploded perspective view of the invention from Fig. 1.
5. Fig.S is a perspective cut view of the system expanded past main bearings
and relates to Fig.2.
6. Fig.6 is a view of the invention from Fig. l reduced to one-cylinder
engine.
7. Fig.7 shows a perspective cut view of one-cylinder engine from Fig.6.
8. Fig.8 is a perspective exploded view of one-cylinder engine from Fig.6.
9. Fig.9 is a perspective cut view of the invention from Fig. I limited to two-
cylinder boxer engine.
10. Fig.10 shows a perspective cut view of the invention modified for more
compact form.
I I . Fig. I 1 is a perspective cut view of the invention enabling small size
of
piston's center opening.
12. Fig.12 is a perspective view of the invention in form of V2 engine.
13. Fig.13 is an exploded perspective view of the V2 engine as from Fig. l2.
14. Fig.14 is a perspective cut view of a compact V2 engine.
15. Fig. I S shows simplified crank system without cam ring.
The numbering of parts is the same on all drawings.
CA 02326705 2002-11-12
Wojciech G. Barski -7- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYS7'EM WITH SINUSOIDAL PISTON
MOTION
DETAILED DESCRIPTION
Figure No. l : 1 have found that the drawbacks may be overcome by placing a
round cam
sleeve (6), having cylindrical ends ( 16) and ( 17), into rotary main journals
(3), with a
parallel offset and a running fit. Attached firmly to the cam sleeve (6) is at
least one
circular cam (7) for each double-sided or single piston (t & 12). Another
circular cam (8)
carries its own double-sided or single piston ( I ()) in another plane. The
center of circular
cams is offset parallel from the cam sleeve axis by an amount r. The cam
sleeve itself is
offset from the main journal axis by the same amount r.
A conical planet gear right (5) is directly attached to the cam sleeve (6),
close to its right
cylindrical end ( 17).
The circular cam (7) is partially placed into a circular cam ring (9), with a
running fit.
The circular cam ring (9) terminates to the left as a conical planet gear (4).
The circular
cam ring (9), together with its conical planet gear left (4), may slide along
both the
circular cam (7) as well as the cam sleeve (6), under the hydraulic pressure
of a lubricant
supplied between (7) and (9).
Conical planet gear left (4) is ca-axial with the cylindrical end ( 16) of the
cam sleeve (6).
Cam ring (9) is co-axial with the circular cam left (7).
Conical planet gears (4) and (5 ) mesh respectively with stationary conical
internal gears
(2). The center axes of internal gears (2) coincide with the axis of the main
journals.
The gear ratio is exactly 1:2.
A lower piston ( 1 ) and the upper piston ( 12) constitute one rigid piece. A
circular center
opening of it is fitted on the circular cam (7) with running fit. The piston's
ends sit in two
opposite in-line cylinders. The cylinders' axes lay in the plane of the
drawing or parallel
to it. The double piston may be reduced to single one, fitted in one cylinder.
The angular position of another circular cam (8) on the cam sleeve may be
different from
that of circular cam (7). Consequently the axis of this circular cam will move
in a plane
tilted to the paper plane, both planes coinciding along the axis of the main
journals (3).
The double-sided piston fitted on circular cam (8) and its cylinders must have
the same
tilt. The configuration of cylinders may be in-line, boxer, V, X or star.
The hydraulic pressure of a lubricant eliminates the axial and pitch play
between the
conical gears: the lubricant under pressure has to be supplied via internal
channels in the
cam sleeve (6)) into the round space between the circular cam lets (7) and the
cam ring
(9). This pressure creates forces spreading these parts (7) and (9) apart,
till the left (4) and
right (5) planet gears will be fully meshed with corresponding conical
internal gears (2).
Thus the play is completely eliminated to ensure pure sinus motion of the
piston.
During rotation of the main journals the axis of the circular cam (7) moves
only parallel
in the plane of the paper. The movement of its double-sided piston ( L&12) is
a pure sinus
function of the angle of rotation of the main journals.
CA 02326705 2002-11-12
Wojciech G. Barski -8- Toronto, November 06, 2002
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
The torsional rigidity of the cam sleeve (6) is helped and enforced by the
conical gears
meshing without play, enabling to transmit output torque. The crank system is
design to
handle the torsional and bending loads separately. The gears are exposed only
to the part
of gas and inertia forces causing torque on the crank system. The other part
of gas and
inertia forces, causing bending, loads the cam sleeve (6) and in turn causes
reaction of the
main journals (3).
The crank system may be repeated along the main journals' axis, by plugging
next cam
sleeve into a second opening in the main journal (3), or as per Figure No.2:
Figure No.2 shows a crank system extended in a straight line for practical
application.
The cam sleeve (6) maintains its position parallel to the main bearing axis by
the action
of main journals (3) and sets of conical gears. The cam sleeve has high
rigidity for torsion
because of its straight rod shape and reinforcement from conical gears.
Figure No.3 is a perspective cut view of the invention from Fig. l . The
manner of
maintaining zero play on the conical gears, crucial for pure sinus piston
motion is visible.
The lubricant under pressure spreads cam ring (9) and circular cam (7) apart,
pressing the
conical planet gears (4) and (5) against two stationary conical gears (2).
Figure No.4 is an exploded perspective view of the invention as from Fig. l .
The double-
sided one-piece in-line pistons, as opposite - boxer pistons ( 1 ) and ( 12),
are connected
rigidly together by means of center plane link ( 11 ). The center circular
opening of the
pistons fits on the circular cam ('7). The other boxer piston ( 10) is exactly
the same and
placed on the circular cam right (8). The circular cam (7) and (8) have to be
positioned as
here for a flat (in-line or boxer) engine. Changing the relative angular
position of the
circular cam (7) versus (8) will result in their reciprocal straight-line
sinus motions in two
different planes, tilted %2 of the relative angle between circular cams. Next
cam sleeve
may be added by plugging into the second opening in the rotary main journal
(3), left or
right, giving an alternative to straight-line extension from Figure No.'?.
Figure No.S is a perspective cut view of the system expanded past main
bearings and
relates to Figure No.2. Two boxer systems are interconnected in the middle by
the same
extended care sleeve (6). In the middle the rotary main journal (3) provides
support far
cam sleeve (6) against bending. It is a practical configuration for a 4-
cylinder high-speed
boxer engine. The circular cams (7) and (8) can also be placed opposite or at
any angle to
form X cylinder configuration.
Figure No.6 is a view of the invention from Figure No. l reduced to one-
cylinder engine.
The circular cam (7) moves precisely along the cylinder the same way, as the
piston ( 12),
by virtue of the geometry and action of the gears. The system is very light
and additional
two counter-rotating balancing masses or shafts will achieve full balancing.
This system
may be used for one-cylinder engines, much bigger than 650 cm', running at
much higher
speeds.
CA 02326705 2002-11-12
Wojciech G. Barski -9- Toronto, November 06, 2002.
Canadian Patent Application # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL, PISTON
MOTION
Figure No.7 shows a perspective cut view of one-cylinder engine from Figure
No.6.
The compactness, lightness and strength of the invention are visible. 'The rim
of the
piston (12) needs only to house the sealing and oil rings. No skirt is needed,
as there are
no side forces pushing piston against the cylinder wall.
Figure No.8 is a perspective exploded view of one-cylinder engine from Figure
No.6.
The cam sleeve (6), the circular cam (7) and the planet gear right (5)
constitute one piece.
The interconnected planet gear left (4) and cam ring (9) may move along the
axis of the
cam sleeve, away from circular cam (7), under the pressure of lubricant,
introduced
between (7) and (9). 'Chis axial expansion stops, when the conical planet
gears (4) and (S)
will mesh without play with their respective conical internal gears (2). Thus
the pure
sinus motion of the center axis of the circular cam (7) is maintained.
Cylindrical end left
( 16) and cylindrical end right (17) of the cam sleeve (6) rotate without play
in main
journals (3), which also rotate in the crankcase. The internal gears (2) are
stationary in the
crankcase. The output torque is taken from one of the main journals ( 3 ).
Figure No.9 is a perspective cut view of the invention from Figure No. I
limited to two-
cylinder boxer engine.
The lower piston ( I ), upper piston ( I2) and the center plane link ( I I )
consist one piece:
a double-sided piston of a boxer engine. The circular cam (7) is guided by the
action of
conical planet gears right (5) and left (4), meshed with two stationary
conical internal
gears (2). The gear ratio is 1:2. Hence the circular cam (7) moves along a
straight line.
This direction is chosen as an axis for two cylinders placed on opposite sides
of the
system. The double-sided boxer piston ( 1 ) and ( 12), placed inside the
cylinders, moves
along with sinus motion, without exerting side force on the cylinder's walls.
The output
torque may be taken from one of the rotary main journals (3).
Figure No. I O shows a perspective cut view of the invention modified for more
compact
form, if the diameter of the circular cam (7) does not need to be minimal.
The planet gear left (4) attaches itself to an offset cam disc ( 13), fitted
into a cylindrical
inner section of the circular cam (7). The planet gear (4) and the cam disc (
13) may move
axially without play, along the cylindrical end ( 16) of the cam sleeve (6),
under the
pressure of lubricant, introduced between (I3) and (7). This axial movement
will
eliminate the play between both sets of conical gears, to ensure pure sinus
operation of
the system. The item ( 1 ), ( 11 ) and ( 12) constitute one piece double-sided
boxer piston.
Figure No. I 1 is a perspective cut view of the invention enabling small size
of piston's
center opening. A small diameter cylindrical cam plug (15), attached to planet
gear (4),
may be used to carry the torque and to produce axial force under the pressure
of
lubricant, introduced between ( I S) and (7). The functioning of the system
remains the
same.
CA 02326705 2002-11-12
Wojciech G. Barski -10- Toronto, November 06, 2002.
Canadian Patent Applicatian # 2,326,705 CRANK SYSTEM WITH SINUSOIDAL PISTON
MOTION
Figure No.12 is a perspective view of the invention in form of V2 engine.
The circular cams (7) and (8) are offset around the axis of the cam sleeve
(6), by an angle
double that of V angle (between the cylinders, or pistons (12) and (l4)). A
180° offset
between circular cams will correspond to 90° V 2 configuration and
result in perfectly
balanced V2 engine.
Fig. l3 is an exploded perspective view of the V2 engine as from Fig. l2.
The circular cams (7) and (8) plus the planet gear (5) are one piece with cam
sleeve (6).
The circular cams here are offset 180°, so the pistons ( 12) and ( 14)
have to be 90° apart.
The cylindrical ends (16) and (17) of the cam sleeve (6) fit rotary into the
rotary main
journals (3). The united cam ring (9) and planet gear (4) fit onto cylindrical
end (16) and
circular cam (7). The pressure of lubricant introduced between (7) and (9)
spreads them
axially, till the play between gears (2) and (4) and another pair (5) and (2)
is zero. The
gears with the 1:2 ratio control the rotation of the cam sleeve. As a result
the circular
cams move rectilinearly along the directions 90° apart, in the
directions shown by the
pistons (12) and (14).
Fig.14 is a perspective cut view of a compact V2 engine.
As presented on Figure No. 10, the torque between the cam sleeve (6) and the
planet gear
(4) is carried by circular cam (7) and the cam disc ( 13). The lubricant under
pressure
between (7) and ( 13) pushes them apart toward full engagement of planet gears
(4) and
(5) with their respective conical internal gears (2). Shown here is a
90° V2 crank system,
but any V angle is possible.
Fig.15 shows a perspective cut view of a simplified crank system, for 2
cylinder boxer
engine. The automatic elimination of play in gear meshing is lost here, as
both conical
gears (4) and (5) consist one piece with the cam sleeve (6).
The gear play control still may be achieved, if one of the internal gears (2)
could move
axially in the crankcase under the hydraulic pressure of the lubricant.
