Patent GB-1227491-A (GB)
IPC: F16H49/00
Filed: 1969-04-11
Abstract: 1,227,491. L.C. engine driving gear. M.W. SAUNDERS. April 11, 1969, No.18823/69. Heading F1B. [Also in Division F2] In a machine e.g. an I. C. engine, in which combined combustion and hydraulic pistons CP, HP, Fig. 1 are coupled via hydraulic connections to output pistons OP which are connected to, or take the form of, crank-units CU, not more than one crank-unit is connected directly to the output and one or more further units are connected through gears to provide different ratios, each crank Cr being positioned in its crank-unit by a partly or wholly rotating mechanism such that a ratio charge is effected by reducing the stroke of an output piston to zero and increasing the stroke of another piston. Combustion power pistons CP, Fig. 1 are connected to hydraulic pistons HP in hydraulic cylinders HC inter-connected by tubes HT. The pistons HP supply fluid through a hydraulic switch HS to act on output pistons OP which drive a crankunit CU. In a modification the crank is replaced by a rotary output piston (Y), Fig. 2 (not shown) with reciprocating followers (W). By-pass passages BP and springs SP oppose movement of the combined pistons CP/HP beyond the normal stroke. Each crank unit CU, Fig. 3 drives an output shaft SS through a gear train PG, SG of different ratio, the ratio being selected by a speed control shaft acting through cams Ca, levers Le and rings Ri . A gear g transmits the movement to the hydraulic switch HS, Fig. 1. The speed control also acts on linkages L, Fig. 3 which couples the appropriate valve timing gear VG to the tertiary shaft TS. The tertiary shaft TS acts through opposed pawl and ratchet devices in gears b1 which drives the ignition/valve timing gear J at the required speed and direction (e.g. for reversed rotation of output). In a modification the ignition/valve timing gear in Fig. 3 is replaced by a cam arrangement splined to the cam shaft (cs) Fig. 4 (not shown). The rings Ri, Fig.3 act through a pin and slot mechanism Fig. 12 (not shown) to rotate a roller cage Rc, Fig. 9 which in its position shown in Figs. 8 and 9 will not rotate counter-clockwise within the crank-unit CU due to the roller ratchet action and will not rotate clockwise due to the projection Pr, Fig. 8 thus fixing the crank Cr in its outer position to give the full stroke. When the roller cage RC is switched from the roller locking position the combined forces of a crankcentering spring (CS) Fig. 11 (not shown) and the pressure acting on the output piston OP, Fig. 1 move the crank Cr from its outer position to its inner position. In a modification the roller arrangement is replaced by a pawl and ratchet. In an application an engine (EN), Fig. 16 (not shown) is connected to the load through a clutch (Cl) and a gear-box (Forward/Neutral/Reverse) which is connected to the speed control shaft (SC). In another application a reversible starter (St), Fig. 17 (not shown) engages the flywheel (F1) the engine output shaft being connected through a brake (B) is a coupling C which can select various speed and forward/reverse conditions. In a modification of the latter an accelerator pedal (Pr), Fig. 18 (not shown) activates the starter (St) or a crank-centreing control. The engine may have compression ignition and work on a two or four stroke cycle with a Vee, H, X, opposed, radial, "Lion "or "Square" cylinder arrangement. The cranks may be mounted on a sliding block and centred mechanically or hydraulically.