Barrel-type internal combustion engine

Abstract: A barrel-type internal combustion engine (10) has a plurality of axially-parallel cylinders (14) containing reciprocatory pistons (18), arranged in a circular pattern around a drive shaft (16) with their axes parallel to the drive shaft axis. The drive shaft is supported in a cylinder block (12) in a cantilevered manner by sleeve bearings (22, 24). A wobble spider (20) is rotatably supported on an offset portion (17) at one end of the drive shaft (16) by further sleeve bearings (25, 26). A first roller bearing (28) is positioned between the offset portion (17) of the drive shaft (16) and the wobble spider (20), and another roller bearing (30) is positioned at the opposite end of the drive shaft (16) acting in opposition to the first roller (28) between the drive shaft (16) and the cylinder block (12) to support thrust loads.

Description: The present invention relates to reciprocating piston internal combustion engines, and more particularly to a barrel type or axial piston engine wherein the cylinders are arranged around a central drive shaft with their axes parallel thereto. Extensive patents on barrel engines have been granted for well over a century, as illustrated in Coney U.S.-A-16,229. Despite their early beginnings, barrel engines have not had any significant commercial successes in either the stationary or transportation fields. In aviation, barrel engines have had appeal because they were compact and required less frontal area and thus give rise to less drag on an aircraft compared with radial engines of comparative cylinder displacement. The most inefficient type of aircraft engine from a frontal area standpoint would be the radial engine when compared with the various in-line designs. Early in this century a variety of prototype barrel engines where constructed and tested, including the Almen engine in 1920, the Swiss Statax engine in 1913 the British Redrup axial engine in 1929, the U.S. Alfaro engine in the 1930's, and a German double-barreled engine (2T 7/4-II) in the 1940's, all of which were intended for aircraft use. Barrel engines are compact because their pistons reciprocated parallel, rather than perpendicular, to the crank-shaft. A variety of mechanisms and cylinder patterns have been explored, such as opposing pistons sharing a common cylinder, as taught in Royal U.S.-A-1,808,380, or opposing pistons sharing a common wobble plate or cam system, such as in Palmer U.S.-A-4,492,188. In barrel engines, the conversion of reciprocating piston motion to rotary drive shaft motion has been accomplished by a variety of designs such as swash plate and slipper arrangements, as shown in U.S. Reissue Patent 15,756 to Mitchell; cylindrical cam and roller followers, as shown in the E.S. Hall SAE paper dated March 14, 1940, entitled More Power from a Smaller Engine, Figure 11; and wobble plates driven by offset shafts as shown in Almen U.S.-A-1,255,973. The wobbler mechanisms are in turn connected to the pistons either directly or through connecting rods having pivotal joints at both ends thereof, with numerous examples set forth in the above-mentioned SAE Paper by Hall in Figures 12 to 33. In spite of the reduced envelope advantages offered by barrel engines, none of the above-mentioned barrel engines ever achieved commercial success over the conventional radial or in-line engines which are driven by conventional crankshafts as known today. The only area wherein axial piston devices have achieved commercial success has been in the field of hydraulic pumps and motors which is a substantially different environment and area of technology from internal combustion piston engines. The nature of the loads, temperatures, pressure gradients, vibratory inputs from combustion and elasticity of the mechanism, are all different. In Cook et al U.S.-A-3,018,737, a hydraulic pump is shown wherein the offset portion of the drive shaft drives the wobble plate and is mounted in a cantilevered fashion to the stationary cylinder block of the pump. U.S.-A-4,872,431 to Akao and U.S.-A-1,480,506 to Clementz illustrate overhead cam and valve geometries somewhat similar to applicant's designs. The present invention is directed to a barrel type internal combustion engine of the general type disclosed in US-A-1,480,506, and as defined in the precharacterising clause of claim 1, which includes: a cylinder block having a plurality of generally axially-parallel cylinders containing reciprocatory pistons; a drive shaft positioned within the cylinder block and having an offset portion extending or disposed outside of the cylinder block, the cylinders being arranged around the drive shaft with their axes generally parallel thereto; a wobble device rotatably journaled to said offset portion; a connecting rod for each cylinder connecting each piston to the wobble device; first sleeve bearing means rotatably supporting the wobble device on the offset portion of the drive shaft, for carrying radial loads; and first roller bearing means positioned between the offset portion of the drive shaft and the wobble device, effectively for carrying thrust loadings only. It is an object of the present invention to provide an improved barrel engine or power module wherein the drive shaft and wobble device or mechanism are so mounted with respect to the cylinder block that the engine is capable of adaptation to a variety of propeller or gearbox arrangements. A further object of the present invention is to provide an improved bearing arrangement for mounting the drive shaft and wobble device relative to the cylinder block. The present invention consists in a barrel type internal combustion engine as defined in the characterising clause of claim 1. The engine is characterised by: second sleeve bearing means rotatably supporting the drive shaft in the cylinder block in a cantilevered manner, for carrying radial loads; and second roller bearing means, effectively for carrying thrust loads only, reacting to the first roller bearing means, located on the drive shaft, between the shaft and the cylinder block and spaced from the offset portion by the second sleeve bearing means. The present invention provides a barrel engine,for example of high specific output, driven by a wobble device - type drive wherein the drive shaft includes an offset portion which rotatably supports the wobble device, for example a wobble spider, through two spaced-apart sleeve bearings that sustain bending loads induced by combustion and inertia contributions, and a first roller bearing for carrying thrust loads. The drive shaft of the engine transmits bending loads to the engine or cylinder block through a pair of spaced-apart sleeve bearings while a second roller bearing positioned on, or towards, the end of the drive shaft opposite to the offset portion carries thrust loadings to the block. Because of the cantilevered design of the bearings supporting the drive shaft, the wobble spider end of the engine requires no radial support, thereby permitting the engine or power module to accept a variety of gearbox arrangements or directly driven propellers. Traditionally, engine designs support the wobble mechanism on both sides thereof, as shown in FIG. 2, rather than the cantilevered design of the present invention. The bearing design of the present invention provides a unique configuration wherein the main shaft is supported in the engine block by a pair of spaced-apart sleeve bearings which sustain all of the radial and bending loads derived from combustion and inertia contributions. The axial thrust loads are transmitted from the wobble spider to the offset portion or section of the drive shaft through a roller bearing having a radially free-floating race, thus precluding any radial loads from passing through the roller bearing. A similar roller bearing with a freefloating race transmits the axial thrust loads from the drive shaft to the engine block at the opposite end of the drive shaft. In one embodiment of the invention, the connecting rods between the wobble spider and pistons are connected thereto by spherical rod bearings or ball joints, each including three distinct elements; the first of which is a half-spherical insert intended to transmit the combustion thrust loads; the second is a split half-spherical insert on the opposite side of the connecting rod ball,intended to sustain inertia tension loads imparted by the reciprocating components; with the third element being an intermediate ring spacer of precise axial thickness or height that controls the spherical bearing clearances when the three elements are forced together by a retaining means. These three elements are retained within the associated piston or wobble spider bearing socket by a flanged retainer nut. The engine may embody an unique valve system utilizing conventional poppet valves driven by a pair of overhead cam shafts which are positioned in a non-parallel pattern, whereby some of the valves are direct-driven by the cams, while others not in line with the cam shafts are driven through rocker arms. The present invention may be applied to a high power output barrel engine with a reduced number of cylinders and other power train components, to provide a simplified and versatile design. In order that the present invention may be more readily understood, reference will now be made, by way of example, to the accompanying drawings, in which:- Figure 1 is a side elevational view of an engine embodying the present invention, partially in section and partially shown in symbolic form with arrows indicating the path of combustion loads through the engine; Figure 2 is a similar side elevational view of the prior art; Figure 3 is a side elevation in longitudinal section illustrating some portions of the engine embodying the invention in symbolic form; Figure 4 is a partial cross-sectional view of a connecting rod and its spherical bearings within the piston and wobble spider bearing sockets; Figure 5 is a perspective exploded view of the spherical bearing parts on the connecting rod; Figure 6 is an end view of a five cylinder engine, with the valve and cam layouts shown in partially schematic form; Figure 7 is a similar end view to Fig.6, for a seven cylinder engine; Figure 8 is a similar end view of a nine cylinder engine; and Figure 9 is a modified form of the spherical bearing shown in Fig. 4. The internal combustion engine embodying the present invention is best seen in Fig. 3 and is generally indicated by reference numeral 10. The engine 10 is a barrel type four-cycle internal combustion engine designed for high specific power output which can be utilized with a wide range of power plant configurations. While two cylinders are seen in Fig. 3, the engine will have an odd number of cylinders from 3 to 9. The cylinder layout and the cam and valve geometry is shown in Figs. 6, 7 and 8, with the preferred design being the five cylinder arrangement as shown in Fig. 6. Barrel engine 10 includes an engine or cylinder block 12 having a drive shaft 16 passing through the center thereof and an odd number of cylinders 14 spaced around the block 12 in a circular or radial pattern as shown in Fig. 6, 7 or 8, with their longitudinal axes parallel to and equispaced from the axis of rotation of the drive shaft. Positioned in cylinders 14 are pistons 18 which are connected by connecting rods 32 to a wobble device such as a spider 20. Drive shaft 16, on its left end, includes an offset portion 17 which carries first sleeve bearing means comprising two sliding sleeve bearings 25 and 26. Wobble spider 20 is in turn rotatably journaled on bearings 25 and 26. Longitudinally positioned between sleeve bearings 25 and 26 is a first spherical roller bearing 28 with the inner race 50 firmly retained on offset portion 17, while the outer non-rotating race 48 is free to slide radially, in a direction indicated by arrow A, so that no bending or radial loads may be carried by roller bearing 28. Drive shaft 16 is rotatably journaled in second sleeve bearing means comprising a pair of sleeve bearings 22 and 24 which are in turn carried by engine block 12. Positioned on the right end of the drive shaft 16, immediately adjacent sleeve bearing 24, is a second spherical roller bearing 30 having a stationary inner race 54 anchored to shaft 16 through a collar 58. The outer race 52 is free-floating in a radial direction as indicated by arrow B on the bearing surface of a transfer sleeve 56 which in turn is attached to block 12. The heads for the cylinders are conventional and symbolically illustrated by numeral 15, and are not shown in detail with the exception of the cam and valve layouts of Figs. 6, 7 and 8. Wobble spider 20 includes a ring gear 40 which mates with an opposing similar gear 38 carried by block 12 through a support sleeve 46. As spider 20 wobbles, there will always be a contact point between gears 38 and 40, thus preventing wobble spider 20 from rotating along with the offset portion 17 of the drive shaft. Extending out wardly from offset portion 17 is the primary drive end 19 of drive shaft 16. Connected to end 19 is a primary driven member 44. This could be a directly-mounted propeller in the application of an aircraft engine, or a gearbox which in turn supplies some torque-consuming function. Positioned between end 19 and primary driven member 44 can be a quill type coupling, which transfers torsional loads only. Connecting wobble spider 20 to each piston 18 is a connecting rod 32 with spherical rod bearings or ball joints 34 and 36 on opposite ends thereof. The various detailed parts of the spherical bearing which connects the piston to the connecting rod will firstly be described with reference to Figs. 4 and 5. Positioned in a socket or pocket in piston 18 is a bearing insert 70 having a half-spherical surface with lubrication grooves 74 spaced apart from a center oil passage 72. Insert 70, as seen in Fig. 5, also includes a series of radial grooves 84 and a circular groove 86, both of which transmit lubrication oil to passage 72. In place of bearing insert 70, the semi-spherical bearing surface can be machined directly in the bearing pocket of the piston 18 or wobble spider 20. A further bearing insert 76, which contacts the rod end of ball 36, is split for assembly requirements and is properly spaced from bearing insert 70 by a spacer ring 82. Oil grooves 78 on the inside surface of bearing insert 76, as seen in Fig. 5, provide lubrication to the bottom areas of ball 36. Cut around the circumference of ball 36 is a deep annular groove 66 which further facilitates the passage of lubrication oil to grooves 74 and 78. By varying the height, i.e. the axial thickness, of ring 82, the clearance fit of the spherical bearing can be changed. An inwardly flanged retainer nut 80 is threaded over the open end of the pocket in the piston to retain the elements of the spherical bearing assembled together in the pocket. Figure 9 illustrates a modified bearing configuration wherein a belville washer 100 is inserted between the flange of the retaining nut 80A and split bearing insert 76A. The deflected washer 100, being conical in shape, provides a preloading on insert 76A, whereby, if the expansion rate of the bearing parts change, the washer 100 will maintain adequate preloads. Once retaining nut 80A (or nut 80 in Figs. 4 and 5) is threaded into place, it can be locked by various locking means commonly known in the prior art. Ball 34 of the spherical bearing which connects the connecting rod to the wobble spider 20 is dimensioned slightly larger than ball 36, and its bearing elements 71, 83 and 77 function in an identical manner to those just described with regard to the spherical bearing connecting the rod 32 to piston 18. Wobble spider 20 includes oil passages 85 which supply lubrication oil to oil grooves 75 spaced apart and joined together at the bottom of insert 71. Grooves 75 allow oil to pass upwardly as viewed in the Figure into an annular groove 67 and on upwardly into grooves 79. In Fig. 2, a barrel engine incorporating a typical prior art wobble system drive is illustrated, wherein the offset portion is straddled by a pair of bearings 102, whereby a portion of the load is transmitted through the engine housing 104 back to the block 12A as indicated by arrows 64. With the design embodying the present invention, the drive shaft 16 is sized sufficiently to act in a cantilevered manner with the combustion and inertia forces acting back through the drive shaft 16 alone, as indicated by arrows 62, through sleeve bearings 22 and 24. With the load carried solely by the drive shaft, the outer engine housing 104 is not necessary. This allows the engine 10 to be adaptable to a variety of differing arrangements or multiple power modules driving through a single output shaft. The front face 13 of the engine block 12 can be readily adapted to a wide variety of mounting configurations. The engine of the present invention may operate on a homogeneous charged Otto cycle, fuel injected diesel cycle or hybrid combustion cycles as specifically described in U.S.-A-4,765,293. Figures 6,7 and 8 illustrate the engine in a five, seven and nine cylinder configuration respectively. The five cylinder engine in Fig. 6 utilizes two cam shafts 87 which are driven off of a drive shaft 16 through a conventional helical gear set 94. The inlet and exhaust valves 90 and 91 of a pair of adjacent cylinders 14 are all aligned with the cam shaft axis, allowing the cams of a single overhead cam shaft 87 to directly actuate the respective valves of those two cylinders. While the cams of the second cam shaft 87 directly drive the valves of the opposite pair of cylinders 14, the fifth, upper-most cylinder as seen in Figure 6 must have cam-operated rocker arms 88 to actuate its valves since they are offset from the axes of both cam shafts 87. Rocker arms 88 are conventional in design, as are the directly acting cams and inlet and exhaust valves of the other four cylinders. Figure 7 is an engine configuration including seven cylinders whose inlet and exhaust valves are also actuated by a pair of overhead cam shafts 87B. Each cam shaft 87B is aligned directly over the inlet and exhaust valves of two cylinders, while rocker arms 92, positioned in the center of the cam shaft, operate the inlet and exhaust valves of an intermediate cylinder 14B. Positioned on the upper end of each of the cam shafts 87B is a single rocker arm 88B which operates the upper-most cylinder 14B in Figure 7. Both cam shafts 87B are also driven by a drive shaft 16B through conventional helical gears 94B which in turn are directly mounted on their respective cam shafts 87B. Figure 8 illustrates a nine cylinder configuration of the engine embodying the present invention with two overhead cam shafts 87C, each actuating the inlet and exhaust valves of four cylinders, along with a single valve of the upper-most center cylinder 14C. Each camshaft 87C is axially aligned over the inlet and exhaust valves 90C and 91C of two cylinders which are spaced apart by two additional cylinders. The two additional cylinders associated with each cam shaft 87C include four rocker arms 92C driven off of the cam shaft 87C for actuating the inlet and exhaust valves of said two additional cylinders. The rocker arms 92C and cam shafts are all conventional designs well known in the art and therefore are not described in detail. The two cam shafts 87C are driven by a drive shaft 16C through helical gear sets 94C. Whilst various embodiments of the invention have been described, it will be appreciated that modifications may be made without departing from the invention as defined in the appended claims.

Claims: A barrel type internal combustion engine including: a cylinder block (12) having a plurality of generally axially-parallel cylinders (14) containing reciprocatory pistons (18); a drive shaft (16) positioned within the cylinder block and having an offset portion (17) extending or disposed outside of the cylinder block, the cylinders being arranged around the drive shaft with their axes generally parallel thereto; a wobble device (20) rotatably journaled to said offset portion; a connecting rod (32) for each cylinder connecting each piston to the wobble device (20); first sleeve bearing means (25, 26) rotatably supporting the wobble device (20) on the offset portion (17) of the drive shaft (16), for carrying radial loads; and first roller bearing means (28) positioned between the offset portion (17) of the drive shaft and the wobble device (20), effectively for carrying thrust loadings only; characterised by: second sleeve bearing means (22, 24) rotatably supporting the drive shaft (16) in the cylinder block (12) in a cantilevered manner, for carrying radial loads; and second roller bearing means (30), effectively for carrying thrust loads only, reacting to the first roller bearing means (28), located on the drive shaft (16), between the shaft and the cylinder block and spaced from the offset portion (17) by the second sleeve bearing means (22, 24). A barrel engine as claimed in claim 1, wherein the offset portion (17) is disposed at or adjacent one end of the drive shaft (16), and the second roller bearing means (30) is disposed at or adjacent the opposite end of the drive shaft, and wherein the wobble device (20) comprises a wobble spider. A barrel engine as claimed in claim 1 or 2, wherein the first and second roller bearing means (28, 30) each have a radially free-floating race (48, 52) whereby effectively no radial loads will be sustained by either roller bearing means. A barrel engine as claimed in claim 3, wherein the first and second roller bearing means (28, 30) are spherical roller bearings. A barrel engine as claimed in any preceding claim, wherein, in operation, a primary drive (44) is coupled to the drive shaft (16) outboard of the offset portion (17). A barrel engine as claimed in claim 5, wherein the primary drive (44) is connected to the offset portions (17) by coupling means which transfer torsional loads only. A barrel engine as claimed in any preceding claim, wherein the offset portion (17) extends outwardly from a front face (13) of the cylinder block, which front face provides a universal attachment area for various driven means. A barrel engine as claimed in any preceding claim, wherein each of the first and second sleeve bearing means includes two axially spaced-apart sleeve bearings (25, 26;22,24). A barrel engine as claimed in any preceding claim, wherein the first sleeve bearing means includes two axially spaced-apart sleeve bearings (25, 26) and the first roller bearing means (28) is positioned therebetween. A barrel engine as claimed in any preceding claim, wherein the connecting rod (32) for each piston (18) includes a spherical joint on at least one end of the rod, and the or each spherical joint includes: a ball (34, 36) surrounded by a first bearing insert (70, 71) having a part-spherical surface, a second bearing insert comprising a pair of split bearing insert parts (76, 77) having a further part-spherical surface, a spacer ring (82, 83) between the first and second bearing inserts, and retaining means (80, 81) holding the said inserts and spacer ring assembled together with the inserts in engagement with said ball whereby the clearance fit of the spherical joint is controlled by the spacer ring. A barrel engine as claimed in any of claims 1 to 9, wherein the connecting rods (32) for each piston (18) includes a spherical joint on at least one end of the rod, and the or each spherical joint includes: a ball (34, 36) surrounded by a first bearing insert (70, 71) having a part-spherical surface, a second bearing insert comprising a pair of split bearing parts (76A) having a further partspherical surface, a spacer ring (82) between the first and second bearing inserts, a resilient washer (100) positioned adjacent said second bearing insert, and retaining means (80A) holding the washer against the second insert, with the insert and spacer ring assembled together and the inserts in engagement with said ball. A barrel engine as claimed in claim 10 or 11, wherein the ball (34, 36) includes a circumferential lubrication groove (66, 67) at its midpoint and the bearing inserts (70, 71;76, 77) include lubrication slots (74, 75;78, 79) extending normally from said groove.

Inventors: GONZALEZ CESAR, GONZALEZ, CESAR
Applicants: CESSNA AIRCRAFT CO, THE CESSNA AIRCRAFT COMPANY
Application year: 1991
Main classification: F02B75
IPC codes: F01B3, F02B3, F02B75