A piston and cylinder arrangment, more especially for a reciprocator or a high pressure internal combustion engine

Abstract: A piston ring assembly enabling extremely high cylinder pressures to be obtained with minimal leakage and friction comprises a top groove (102) adjacent the head of the piston (32) and a plurality of split piston rings (104) stacked therein, at least one first ring (108,110) having a spring bias tending to contract the ring and at least one second ring (112,114) having a spring bias tending to expand the ring, the first ring (108,110) being positioned in the groove (102) proximate the head and constituting the piston ring uppermost on the piston (32) to seal against the base (111) of the groove, and the second ring (112,114) being positioned in the groove (102) below the first ring to seal between the piston (32) and the cylinder (30).

Description: This invention relates to reciprocating machines such as pumps, compressors and engines and in particular is directed at boundary or interface components for effective high pressure, high efficiency operation of reciprocators. In earlier patent specifications, the applicants have proposed internal combustion engine designs enabling peak cylinder pressures up to 180 atmospheres. While such pressure is already greater than the peak pressure of conventional engines, further increasing peak pressure will exceed known design limits for piston seals. In the prior art, GB 538,285 discloses a piston and cylinder arrangement for a conventional internal combustion engine or the like comprising a piston groove adjacent the top end of the piston and a piston ring assembly constituted by at least four split piston rings stacked within the groove for sealing the piston with respect to the cylinder, in which respect the piston ring assembly comprises at least one first ring having a spring bias tending to contract the ring and at least one second ring having a spring bias tending to expand the ring, the or one such first ring being positioned in the groove proximate the top end and constituting the piston ring uppermost on the piston, to seal against the base of the groove, and the or one such second ring being positioned in the groove below the uppermost first ring to seal between the piston and the cylinder, the purpose of the first ring or rings being to seal off the space behind the second ring or rings so as to reduce friction between the second ring or rings and the cylinder. More specifically, GB 538,285 discloses a piston ring assembly consisting of alternate first and second (contraction and expansion) rings in the stack. At peak combustion pressures of 200-300 bars conventional piston rings are squeezed outward in their grooves and forced against the cylinder wall by the pressure of the combustion gases that seep behind the rings. For example, in a ring system having three staggered rings in three spaced grooves, a pressure equivalent to 80% of the combustion chamber pressure is developed behind the top ring, a 50% chamber pressure is developed behind the centre ring and a 20% chamber pressure is developed behind the bottom ring. The forced expansion of the rings dramatically increases slide friction between the contact edge of the rings and the wall of the piston. In addition to excessive friction losses, excessive wear and scarring render conventional piston ring assemblies, as well as that known from GB 538,285, unacceptable for high pressure cylinder environments. An object of this invention is to provide a piston ring assembly which solves the aforesaid problems of conventional rings and enables extremely high chamber pressures to be obtained by a positive seal ring system with minimal leakage and friction. This object is achieved by the arrangement set forth in the characterising portion of Claim 1. High pressure, low friction, piston-cylinder sealing is accomplished by a stacked ring assembly in a single piston groove. The two top rings are contraction rings arranged with staggered ring splits to seal the back of the groove. The two lower rings are expansion rings, stacked under the top rings with staggered ring splits to seal the space between piston and cylinder. Because back pressure is eliminated from behind the expansion rings, the friction force is dependent solely on the spring constant, selection of which is totally within the control of the designer. Since the expansion will not be affected by the combustion chamber pressure, the designer can choose an expansion ring according to the degree of sealing required for the particular operating pressures encountered. The application of these sealing improvements which solve mechanical interface problems is not limited to hyperbar combustion engines. Applications extend to compressors, pumps and other machines, principally reciprocating devices, where translation of linear and rotary motion occurs. The rigorous operating conditions of the internal combustion enginel however, provide the exemplary environment for description of the preferred embodiment. In the drawings: Fig. 1 is a schematic view of an engine system incorporating the high pressure sealing arrangement of this invention; Fig. 2 is a cross-sectional view of the reciprocator component of the engine system; Fig. 3 is a cross-sectional view taken on the lines 3-3 in Fig. 2; Fig. 4 is an enlarged cross-sectional view of the piston ring assembly; and Fig. 5 A-B are top plan views of the rings in the ring assembly. Referring to the schematic illustration of FIG. 1, the preferred engine system is shown and designated generally by the reference numeral 10. The engine system 10, is a thermoenergetical cascade of coupled components including a high pressure reciprocator 12, a free piston converter 14, a positive displacement, midpressure, rotary compressor/expander 16, and a low pressure turbocharger 18. These primary components enable staged compression of intake air from atmospheric conditions at the turbocharger 18 to hyperbaric conditions at the reciprocator 12. In this arrangement an overall compression ratio exceeding 20 to one and peak combustion pressure exceeding 200 bar are achieved by the novel turborotoreciprocator 10. In the schematic shown, air is drawn into the turbocharger 18 through an inlet 20, and compressed in the compressor side 21 of the turbocharger. The compressed air is then fed through an intercooler 22 where the compressed air is cooled before admission into the cold side 24 of the rotary compressor/expander 16. The turbocharged air receives its major compression in the rotary compression, which is a positive displacement compressor, here a modified Wankel-type engine. The rotocompressed air is discharged to the free piston converter 14 through a flap valve 26. The free piston converter 14 comprises a buffer between the rotary component and the reciprocator 12 and is described in greater detail hereafter. The compressed air enters the high pressure reciprocator 12 through intake ports 28 in the cylinder 30 which are exposed when the pistons 32 are at the end of their power stroke. A pressure boost is provided to the compressed air on entry by a floating piston 34 in the converter 14 which is displaced by the high pressure exhaust gases which exit through exhaust ports 36. The compressed air scavenges the combustion chamber 38 and provides the air charge for the compression stroke of the reciprocator 12. The two opposed pistons 32 of the reciprocator 12 each have two connecting rods 40 which connect to counter rotating crankshafts 42. The dual connecting rod arrangement eliminates side thrust of the pistons 32 against the common cylinder 30. When the pistons approach top dead center, fuel is injected into the remaining space between pistons by injectors 44. The high pressure expanding combustion gases drive the pistons apart and exhaust through the exhaust ports 36. The gases pass through the converter 14 displacing the floating piston 34 as noted and enter the hot side 46 of the rotary compressor/expander 16. The combustion gases drive the rotor 48 before exiting the rotary component 16 and entering the turbine side 50 of the turbocharger 18 where final expansion occurs before the low temperature, low pressure, combustion gases are finally released to the environment through an exhaust 52. The principal improvements enabling high pressure operation of the reciprocator are the unique free piston converter 14, shown in the schematic view of FIG. 1, the piston ring assembly 54, and the dual wristpin assembly 56 shown in greater detail with reference to FIGS. 2-5 A-B. The free piston converter 14, because of its simplicity. is adequately illustrated schematically and comprises a cross channel 58, which is square, rectangular or circular in cross section. The cross channel 58 interconnects the exhaust duct 60 and the intake duct 62. Within the cross channel 58 is the free floating, light weight piston 34 which conforms in cross sectional configuration to the channel 58. The piston 34 has a peripheral flange 64 to prevent it from cocking, and, the channel 58 has end stops 66 to retain the floating piston in the channel. In operation, the high pressure exhaust surge pressurizes an exhaust box 68, consisting of the exhaust manifold 70, the exhaust duct 62 between reciprocator 12 and rotor component 16, and, the cross channel 58 bounded by the piston 34. The pressure causes the effective volune to increase as the piston 34 displaces. An inherent resulting effect is the further conpression of air in an air box 72 consisting of the air manifold 74, the air duct 62, and that part of the cross channel 58 bounded by the free piston 34. As the pressure of the exhaust gases wanes during the expansion drive of the rotor component, the new charge of air into the air box 72 from the rotor component overcomes the exhaust box back pressure driving the free piston back to the exhaust side of the channel. This oscillating action buffers the gas surges and effectively assures that the compressed air is of sufficient pressure to scavenge the combustion gases in the reciprocator. Generally, the air box will be larger than the exhaust box to minimize pressure drop in charging the cylinder. To minimize engine size the air box may include a pressurized crank case 76 designed with a communicating channel 78 between the twin sections in the preferred reciprocator. In such systems the displacement of the dual pistons will assist in developing the necessary pressure surge for effective scavenging in a manner similar to low pressure two-cycle engines. Appropriate configurations for the free piston converter, that comprises the interconnection module between the rotary component and the reciprocator, are best designed for the particular engine system specifications desired. Referring now to FIGS. 2-5 A-B, the reciprocator 12 has a housing 80 primarily retained by through bolts 82 designed to withstand the explosive pressures of the central combustion chamber 38 and maintain the spacial integrity of the displaced crank cases 76. The opposed pistons 32 are shown at the bottom of their stroke exposing intake ports 28 and exhaust ports 36. The exhaust manifold 70 has a liner 84 and the cylinder 30 has a cooling chamber 86, not required at the cool opposite end housing the air manifold 74. The twin connecting rods 40 of the pistons 32 are connected to the counter rotating crankshafts 42 housed in the split crank case 76 which, as shown in the lower left quarter section, supports the main bearings 88 of the shafts 42. The connecting rods 40 each have wristpin assemblies 56 with separate piston pins or wristpins 90, connecting bolts 92, and a dual bearing housing 94. The bearing housing 94 is formed in the skirt section 96 of the piston which is connected to a high temperature head section 98 by bolts 99. The wristpins 90 have hollow ends 91 with a curvature as shown in FIG. 3 to conform to the circular cross section of the piston. As shown, the wristpins are juxtaposed such that they contact one another in a rolling motion as the rods 40 move in a toggle action during counterrotation of the crank shafts. Not only are piston side thrusts eliminated, but the oppositely directed side forces on the crank pins are cancelled at the contact surface of the wrist pins 90. The ends 91 of the wristpins 90 are displaced slightly from the peripheral surface of the piston 32 to provide clearance for the oscillations of the pins. Also shown in FIG. 2 is the novel ring assembly 54. The pistons 32 have a conventional oil ring 100 between the skirt and head sections of the piston. However, proximate the top surface of the head section 98 is a groove 102 housing a stacked array of rings 104 which are detailed in FIG. 4 and 5 A-B. In FIG. 4 an enlarged partial cross section of an exemplar piston 32 is shown. The groove 102 has an exaggerated tolerance space 106 above the stacked rings 104. The two top rings, 108 and 110, are designed with a spring force tending to contract the rings and thus are spring biased against the back 111 of the groove 102. The two bottom rings 112 and 114 are designed with a spring force tending to expand the rings and thus are biased against the cylinder 30. Exemplar rings 108,112 are shown in FIGS. 5A and 5B. Two contiguous rings of each type are necessary and the ring splits 116 should be staggered to prevent gas leakage through the splits. Also, rings having a sloped or labyrinth interface at the split should be employed to reduce leakage to acceptable levels. As evident from the arrangement shown in FIG. 4, the two top rings 108, 110 seal the back 111 of the groove 102 and the two bottom rings 112, 114, by their inherent expansion force only, seal the space between piston and cylinder. The integrity of the stack is maintained by the combustion gas pressure which compresses the stack and retains the tolerance space 106, exaggerated in FIG. 4, at the top during the power stroke. While the piston ring assembly and wristpin assembly were described with respect to a high pressure reciprocal engine, it is apparent that these structures have other applications where sealing and bearing problems arise, for example in fluid pumps and compressors. While in the foregoing embodiments of the present invention have been set forth in considerable detail for the purposes of making a complete disclosure of the invention, it may be apparent to those of skill in the art that numerous changes may be made in such detail without departing from the principles of the invention.

Claims: A piston and cylinder arrangement, more especially for a reciprocator or a high pressure internal combustion engine, comprising a piston groove (102) adjacent the top end of the piston and a piston ring assembly constituted by at least four split piston rings (104) stacked within the groove (102) for sealing the piston (32) with respect to the cylinder (30), in which respect the piston ring assembly comprises at least one first ring (108, 110) having a spring bias tending to contract the ring and at least one second ring (112, 114) having a spring bias tending to expand the ring, the or one such first ring (108, 110) being positioned in the groove (102) proximate the top end and constituting the piston ring uppermost on the piston, to seal against the base of the groove, and the or one such second ring (112, 114) being positioned in the groove (102) below the uppermost first ring to seal between the piston (32) and the cylinder (30), the purpose of the first ring or rings (108, 110) being to seal off the space behind the second ring or rings (112, 114) so as to reduce friction between the second ring or rings and the cylinder (30), characterised in that at least two contiguous first rings (108, 110) are positioned in the groove (102) proximate the top end thereof, and at least two contiguous second rings (112, 114) are positioned therebelow with the uppermost (112) of the two second rings in contact with the lowermost (110) of the two first rings, and in that at least the two first rings (108, 110) have ring splits (116) which are arranged in staggered fashion around the groove (102) and which are constructed with a sloped or labyrinth interface to effect sealing of the splits (116) by the pressure in the cylinder (30) and thereby reduce gas leakage through the splits (116). A piston and cylinder arrangement according to Claim 1 wherein the two second rings (112, 114) also have splits (116) which are arranged in staggered fashion around the groove (102) and which are constructed with a sloped or labyrinth interface to effect sealing of the splits (116) by the pressure in the cylinder (30) and thereby reduce gas leakage through the splits (116).

Inventors: PAUL ANA, PAUL MARIUS ANGELO, PAUL, ANA, PAUL, MARIUS ANGELO
Applicants: ANGELO PAUL MARIUS, PAUL ANA, PAUL, ANA, PAUL, MARIUS ANGELO
Application year: 1988
Main classification: F16J9
IPC codes: F02B75, F16J1, F16J9