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Variable-Stroke Internal-
F. Freudenstein
Combustion Engine Mechanism
Department of Mechanical Engineering,
Columbia University,
From the Viewpoint of Kinematic
New York, N.Y. 10027
Structure
E. R. Maki
The method of separation of kinematic structure and function has been used in the
Mechanical Research Department,
General Motors Research Laboratories,
development of an optimum variable-stroke engine mechanism for automotive
Warren, Mich. 48090 power plants. A systematic search procedure resulted in the structures of 39
mechanisms, one of which was judged optimal (U.S. Patent No.
4,270,495—reference [13]). The prior art, as disclosed in a number of patents and
other publications, was evaluated and shown to be either included in the
mechanisms created in the course of the search, or deliberately excluded by the
search specification. The general nature of the approach, which combines
mathematical and creative approaches, is believed to be useful in mechanical
design.
Journal of Mechanisms, Transmissions, and Automation in Design JUNE 1983, Vol. 105/259
Copyright © 1983 by ASME
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design of a variable-stroke mechanism for an internal / = 2Lind+2 ^
combustion engine therefore presents a variety of challenges. r 0)
y=3L ind + i J
Previous Work The case Lmi -1 can be shown to yield the following
The patent literature contains numerous variable-stroke mechanisms: the plane four-bar linkage, the slider-crank and
engine patents. Included are axial configurations in which the its inversions, the scotch yoke, cardanic and inverse-cardanic
cylinders are arranged circumferentially with their axes motion, and the Rapson slide. None of these configurations
parallel to the crankshaft and in-line configurations in which are suitable for variable-stroke operation as there is no way of
the cylinders are arranged longitudinally with their axes controlling the stroke.
perpendicular to the axis of the crankshaft in either vertical or Hence, and not unexpectedly, a variable-stroke engine
V-configurations as listed in Table 4. The former involve mechanism will involve more links than the conventional
three-dimensional motions and the in-line two-dimensional slider-crank motion used in current fixed-stroke engines. A
motions. This investigation was limited to the in-line types as greater number of links will facilitate stroke control, but at
representative of the majority of automotive-type gasoline- the same time will introduce increased mass and
engine applications. correspondingly greater inertia forces, the latter being
The journal literature on variable-stroke engine detrimental to the search for lightweight, fuel efficient power
mechanisms is sparse. Welch and Riley [23] describe an ad- plants. Hence, in order to minimize the number of additional
justable wobble-plate mechanism (an axial-engine con- links, we have limited our search to linkages with two and
figuration) for a high-performance diesel engine. More three independent loops. According to equation (3) such
recently a five-cylinder variable-stroke gasoline engine based linkages have either six links and seven joints, or eight links
on an adjustable plane six-bar linkage has been demonstrated and ten joints. The kinematic structure of six-link and eight-
by Pouliot et al. [19]. link plane kinematic chains have been enumerated (see, for
example, references [5] and [11]). As is well known there are
two six-link kinematic chains and sixteen eight-link kinematic
Objectives of This Investigation
chains. The number of mechanisms obtainable from these
In the abovementioned literature there is no indication as to kinematic chains involves labeling the graph representation of
whether the mechanisms, which have been described, included the kinematic structure of these chains in as many
a systematic exploration of other variable-stroke mechanisms. inequivalent ways as possible (the labeling identifying the
In this investigation one of the goals is the minimization of the fixed link and the nature of the joints: R or P).
possibility of overlooking potentially useful variable-stroke Hundreds of structures are obtained in this manner. It is
mechanisms. This is achieved by developing a systematic possible to restrict the search to a smaller number of can-
search procedure which identifies impartially all potentially didates by using selection criteria based on functional and
useful variable-stroke mechanisms within a rather wide search structural considerations. Some of these are relatively
specification. By applying suitable selection criteria the
number of candidate mechanisms can then be greatly reduced
and, ultimately, an optimum configuration obtained. We now Table 2 The search specification
describe this process in greater detail.
1 The search is limited to plane six-link mechanisms with seven
Specification of the Kinematic Structure of Variable-Stroke joints and plane eight-link mechanisms with 10 joints; all joints
being turning pairs (R) or straight-line sliding pairs (P) and all
Engine Mechanisms. As mentioned previously, we limit mechanisms obeying the general degree-of-freedom equation
ourselves to in-line configurations, so that we only need to [!]•
consider plane, single-degree-of-freedom mechanisms. Due to 2 The maximum number of sliding pairs cannot exceed two (this
their high load-carrying capability, the admissible joints are limits the amount of sliding in the mechanism).
limited to those with surface contact, i.e. turning pairs (R) 3 No link can have more than one sliding joint (again this limits
the degree of sliding in the mechanism).
and sliding pairs (P). Thus, gear pairs and cam pairs are 4 Only the piston can be ground-connected by a sliding pair. This
excluded, both for this reason and due to their higher cost and precludes the possibility of links other than the piston being in
potential noisiness. Circular-arc sliders are excluded as well, pure translation. Such a condition would be awkward and
in order to avoid unnecessary complexity. probably substantially increase frictional resistance in the
mechanism.
In addition we consider only mechanisms which obey the 5 The ground link of all six-link structures should be ternary (i.e.,
general degree-of-freedom equation [12]: must have three joints) since control via a floating-link con-
nection is considered undesirable.
6 All eight-link structures, which do not have at least one link with
F=MK/-!)+£/, (1) four joints, are excluded. This limits the number of floating
i=i links to three as is desirable for dynamics and balance.
7 All eight-link structures with only one sliding pair are
where eliminated. The reason for this restriction is as follows: Variable
displacement with constant compression ratio can be obtained
F = degree of freedom of mechanism = 1 by (a) changing the length of a moving link; (£>) changing the
X = mobility number = 3 for general, plane length of a ground link; and (c) combinations of these.
Possibilities (a) and (c) are rejected because it is desirable to have
mechanisms a grounded control. If possibility (b) is to be realized with a
/ = number of links mechanism having only turning pairs and one sliding pair
j = number of joints (piston-to-ground connection), this leads to poor transmission
and / , = degree of freedom of relative motion permitted by angles, unfavorable force transmission, large acceleration
fluctuations, large size, or combinations of these. For example,
(th joint in the case of minimum stroke, an eight-link configuration
approaches a six-link configuration which is instantaneously in a
Thus, we exclude mechanisms which depend on special critical form, i.e., it has folding and/or coincident links and the
proportions for their mobility. abovementioned unfavorable kinematic and dynamic
The number of independent circuits or loops (L-md) of the characteristics. If, however, a sliding pair is part of the stroke
mechanism is given by the equation [18]: adjustment and the mechanism proportioned so that there is
minimal sliding at this point, these circumstances do not, in
LM = l+j-l (2) general, apply.
8 Controls to vary the displacements are not included in the
Combining equations (1) and (2), we can solve for / andy: structures which are enumerated in the search.
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straightforward, while others require experience in sketching Table 3 Evaluation criteria directly related to kinematic
and proportioning mechanisms. Most involve functional structure
considerations, which can be related to kinematic structure.
Table 2 summarizes restrictions on the structures enumerated 1 No sliding pair may exist in the drive loop (i.e., the loop which
contains the crank) so that sliding in this high-speed loop is
in the search, while Table 3 lists criteria used in the evaluation eliminated.
of the mechanisms which have been enumerated. Some of the 2 Each piston must be connected to a binary (i.e., two-jointed)
criteria in Table 3 are simply related to kinematic structure, connecting rod, because a connecting rod with more than two
while others are not. Among the more difficult aspects of the joints is likely to develop excessive side-thrust and lead to high
piston friction.
evaluation of candidate mechanisms is the relationship 3 Each crank must be binary (i.e., two jointed). This restriction
between stroke-variation capability at approximately constant may not be absolutely essential, but will avoid complicated
compression ratio and kinematic structure. Here experience cranks and the likelihood of high piston side-thrust.
and creativity remain dominant factors, especially time spent 4 The crank cannot be directly connected to the connecting rod
(otherwise it would be very difficult to vary the stroke).
in proportioning one or two mechanisms in some detail. 5 The crank cannot be part of the control loop (i.e., the loop
which is connected to stroke adjustment) because it would be
Evaluation Guidelines. Evaluation guidelines relate to a difficult to design the control loop and there is the additional
number of functional considerations, the most important of likelihood of excessive sliding and joint forces.
which are: 6 Stroke variation cannot be achieved at the expense of requiring
variation of the proportions of the links in the drive loop. Such
(a) complexity or awkwardness of construction, variation would lead to large acceleration fluctuations and
(b) quality of force transmission, unfavorable dynamic and balance conditions.
(c) relative friction, and Table 4 Patents and publications on plane variable-stroke
(d) relative inertia. engine mechanisms
The term relative here means "in comparison with a con- Author, Publication and Comments on Structure
ventional engine." Control of these factors is essential in a
modern internal-combustion engine, which must operate at Rietti, U.S. Patent #1,095,675 (1914)
the highest possible efficiency over a wide range of speeds and An 8-link R P linkage; eliminated from search specification due
to presence of only one sliding pair
loads. Table 3 summarizes the principal evaluative guidelines McCollum, U.S. Patent #1,909,372 (1933)
used in this investigation. An R9P structure rejected as above; and a structure with a cir-
cular sliding pair. Although structures with circular sliding pairs
Variable-Stroke Engine Mechanisms, (a) General Com- have been eliminated from the search specification, the latter
ments. Figure 1 shows the structural diagrams of graphs of 16 structure is closely related to No. 15 of the eight-link structures.
Valentine, U.S. Patent #1,912,604 (1933)
six-link variable-stroke mechanisms and schematic drawings Structure No. 9 of six-link structures; anticipates Pouliot et al.
of these mechanisms. Figure 2 shows the structural diagrams [19].
of graphs of 23 eight-link variable-stroke mechanisms and Biermann, U.S. Patent #2,822,791 (1958)
schematic drawings of these. These diagrams' and sketches Structure No. 23 of eight-link structures
Biermann, U.S. Patent #2,909,163 (1959)
were obtained by the search procedure outlined in Table 1 and An eight-link R P linkage; excluded from search as described
described in the preceding section. under Rietti
In the structural diagrams the links are represented by Biermann, U.S. Patent #2,909,164 (1959)
vertices, the joints by edges, and the joint connection of links Structure No. 1 of six-link structures
McWhorter, U.S. Patent #3,686,972 (1972)
corresponds to the edge connection of vertices. The edges are A geared mechanism; excluded from search specification due to
labeled according to joint type and the fixed link is identified presence of gear pairs
as well. For details of the theory see reference [12]. At least Pouliot et al., reference [19] (1976)
one schematic drawing is illustrated for each structure, Structure No. 9 of six-link structures
McWhorter, reference [17] (1979)
although in many cases several were actually sketched. In two Excluded from search specification since this is a two-degree-of
instances more than one schematic is shown. freedom mechanism
Each mechanism satisfies the prerequisite of providing a
link which can be manipulated to effect stroke control. specification (Table 2, item 7). Finally, McWhorter's
However, at this stage of the investigation, no attempt was disclosures involve a geared mechanism (1972) or a two-
made to develop the control into a functional configuration. degree-of-freedom linkage (1979). The structures of both of
The following notation applies in the majority of diagrams: these mechanisms were also deliberately excluded from our
search specification (Table 2, item 1). Thus all the disclosures
1 = fixed link or ground are accounted for in our search.
2 or 3 = crank This suggests that specification of the kinematic structure in
5 or 7 = connecting rod attached to piston mechanical patents can be useful in determining novelty and
6 or 8 = piston in defining the nature of an invention. It is conceivable that
some time in the future mechanical patents will be indexed
(b) Discussion of Patents and Related Disclosures. Before according to kinematic structure, at least when the number of
reviewing the mechanisms obtained from the search, it is independent loops is not too large.
useful to review the patent literature and other disclosures
cited in Table 4. The mechanisms of McCollum (1933), (c) Discussion of Variable-Stroke Engine Mechanisms
Valentine (1933), Biermann (1958), Biermann (#2,909,164- Created in the Search. A total of 39 variable-stroke
1959) and Pouliot et al. (1976) correspond to structures which mechanisms were obtained and are shown in Figs. 1 and 2(a,
were found in our enumeration. These are described in Table b). Then these were screened according to the evaluation
4. Valentine, Biermann, and Pouliot et al. describe six-link guidelines given in Table 3 as well as other considerations.
structures and it is interesting to observe that the structure of Tables 5 and 6 summarize the results.
Pouliot et al. is already anticipated by Valentine. McCollum Each of the eight-link structures consists of a drive loop
and Biermann (1958) describe eight-link structures (which includes the crank), a control loop to vary the stroke,
enumerated in our search (Table 4). Rietti (1914), Biermann and an output loop that includes the piston. The six-link
(#2,909,163-1959), and McCollum (1933-in one embodiment) structures contain only two loops so that the functions of two
use eight-link structures with only one prismatic pair. Such of the eight-bar loops must be assigned to one six-bar loop.
structures were deliberately eliminated from our search For this reason the six-bar drive loops also include the control
Journal of Mechanisms, Transmissions, and Automation in Design JUNE 1983, Vol. 105/261
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STRUCTURAL DIAGRAM SCHEMATIC OF MECHANISM
STRUCTURAL DIAGRAM 6
SCHEMATIC OF MECHANISM
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STRUCTURAL DIAGRAM SCHEMATIC OF MECHANISM
STRUCTURAL DIAGRAM SCHEMATIC OF MECHANISM
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GROUP 3
STRUCTURAL DIAGRAM SCHEMATIC OF MECHANISM STRUCTURAL DIAGRAM SCHEMATIC OF MECHANISM
6 P 5
Journal of Mechanisms, Transmissions, and Automation in Design JUNE 1983, Vol. 105/263
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Table 5 Evaluation of six-link structures in Fig. 1
STRUCTURAL DIAGRAM
SCHEMATIC OF MECHANISM
5
Mechanism Comments
1 Reject: Proportions of four-bar linkage in drive loop
change as stroke is altered.
2 Reject: Link 4 has three joints, which would result in
excessive piston side thrust. Integral piston and
connecting rod accentuate this problem;
proportions of four-bar linkage in drive loop
change as stroke is altered; stroke control is
difficult to achieve.
Reject: The integral piston and connecting rod results in
high piston side-thrust. Four-bar geometry is
altered to vary stroke.
Reject: Excessive sliding exists in drive loop; drive-loop
proportions are altered to vary stroke.
Reject: Either no crank or no control.
Reject: Control would lead to excessive piston side-
thrust; drive loop proportions are altered to vary
stroke.
7 Reject: Excessive sliding of block in drive loop. Drive-
loop proportions are altered to vary stroke.
8 Reject: Two drives to one piston: not a feasible geometry
9 Reject: Four-bar geometry altered to vary stroke;
relatively large piston side-thrust; relatively large
mechanism size; device described in [19]
® 3 10 Reject: Three-jointed connecting rod leads to high piston
side-thrust; control loop also contributes to
piston side-thrust; drive loop proportions are
altered to vary stroke.
11 Reject: High piston side-thrust exists due to integral
piston and connecting rod; four-bar proportions
are altered to vary stroke.
12 Reject Excessive sliding in drive loop; control not
f2\ feasible
13 Reject Excessive sliding in drive loop; excessive piston
® " side-thrust; three-jointed connecting rod; drive-
loop proportions altered to vary stroke
14 Reject Four-bar geometry altered to vary stroke
15 Reject Integral piston and connecting rod results in high
piston side-thrust; four-bar proportions are
altered to vary stroke.
16 Reject: Four-bar geometry altered to vary stroke; ex-
cessive sliding in drive loop; likelihood of high
piston side-thrust
GROUP 6
STRUCTURAL DIAGRAM SCHEMATIC OF MECHANISM
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Table 6 Evaluation of eight-link structures in Fig. 2
Mechanism Comments
1 Reject: sliding in drive loop at 2-3
2 Reject: coupler-connected stroke control
3 Reject: coupler-connected stroke control
4 Reject: sliding in drive loop at 3-6
5 Reject: coupler-connected stroke control
6 Reject: coupler-connected stroke control
7 AGROUND - 1
Reject: sliding in drive loop at 2-3
8 Reject: sliding in drive loop at 3-6
9 Reject: control changes four-bar proportions
10 Reject: sliding in drive loop at 4-5 and coupler-
connected stroke control
11 Reject: sliding in drive loop at 2-4
12 Reject: sliding in drive loop at 3-5
13 Reject: sliding in drive loop at 2-4, since crank cannot be
in control loop
14 Reject: sliding in drive loop at 4-5
15 Reject: control implies high piston side-thrust
16 Potentially acceptable
17 Reject: sliding in drive loop at 2-3
® 2 -<j>W
18 Reject: sliding in drive loop at 3-4
19 Potentially acceptable
20 Reject: Contol link becomes too large for given stroke
variation, or results in high piston side-thrust.
21 Reject: sliding in drive loop at 2-5, since crank cannot be
in control loop Fig. 4 Eight-link mechanism 19
22 Reject: sliding in drive loop at 5-6, since crank cannot be
in control loop
23 Potentially acceptable
4
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Journal of Mechanisms, Transmissions, and Automation in Design JUNE 1983, Vol. 105/265
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sliding at the prismatic pair in the control loop, and the Theoretical and Applied Mechanics (W. A. Shaw, Editor), Pergamon Press,
possibility of obtaining a straight-line control path resulting Oxford, Vol. 2, 1965, pp. 467-486.
6 Davies, T. H., "An Extension of Manolescu's Classification of Planar
in proportional control. Mechanism No. 19 was, therefore, Kinematic Chains and Mechanisms of Mobility M > 1 , Using Graph Theory,"
judged to be optimal. As a consequence, it was selected for Journal of Mechanisms, Vol. 2, 1968, pp. 87-100.
additional kinematic and dynamic analysis with stringent 7 Dobrjanskyj, L., and Freudenstein, F., "Some Applications of Graph
constraints imposed by bearing loads, dynamic balance, Theory to the Structural Analysis of Mechanisms," ASME Journal of
Engineering for Industry, Vol. 89,1967, pp. 153-158.
component strength, and allowable stresses. A patent [13] has 8 Erdman, A., Nelson, E., Peterson, J., and Bowen, J., "Type and
been issued for its application to the task of providing a Dimensional Synthesis of Casement Window Mechanisms," ASME Paper 80-
variable-stroke engine mechanism. Figure 6 shows one of the DET-78, 1980, also Mechanical Engineering, Dec. 1981, pp. 46-55.
embodiments involved. 9 Franke, R., Vom Aufbau der Getriebe, Vol. I, VDI Verlag, Diisseldorf,
1951.
10 Freudenstein, F., "An Application of Boolean Algebra to the Motion of
Epicyclic Drives," ASME Journal of Engineering for Industry, Vol. 93, 1971,
Conclusion pp. 176-182.
In this method for the creation of mechanisms, all variable- 11 Freudenstein, F., and Dobrjanskyj, L., "On a Theory for the Type
Synthesis of Mechanisms," Proc. 11th Intl. Cong. Appl. Mechanics, Springer
stroke mechanisms within the specification of the search have Verlag, Berlin, 1965, pp. 420-428.
been included. The structures corresponding to a given 12 Freudenstein, F., and Maki, E. R., "The Creation of Mechanisms Ac-
specification can be obtained by more or less analytical cording to Kinematic Structure and Function," Journal of Environment and
procedures. However, experience and creativity are needed to PlanningB, Pergamon Press, Vol. 6,1979, pp. 375-391.
13 Freudenstein, F., and Maki, E. R., "Variable Displacement Piston
arrive at the search specification and the evaluation criteria, Engine," U.S. Patent #4,270,495, 1981.
and to determine and evaluate the functional constraints. 14 Freudenstein, F., and Mohan, K., "When Linkages Need Harmonic
Within these limits, though, the unbiased and relative Analysis," Product Engineering, Vol. 32, Mar. 6,1961, pp. 47-50.
completeness of the search suggest its usefulness in many 15 Freudenstein, F., and Woo, L. S., "Kinematic Structure of
Mechanisms," in Basic Questions of Design Theory, Elsevier North-Holland,
areas of conceptual mechanical design. Amsterdam, 1974, pp. 241-264.
16 Jones, F. D., Horton, H. L., Newell, J. A., (Eds.), Ingenious
Mechanisms for Designers and Inventors, Industrial Press, New York, 1968.
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