CA2213044A1 - Orbital crankshaft - Google Patents
Orbital crankshaftInfo
- Publication number
- CA2213044A1 CA2213044A1 CA 2213044 CA2213044A CA2213044A1 CA 2213044 A1 CA2213044 A1 CA 2213044A1 CA 2213044 CA2213044 CA 2213044 CA 2213044 A CA2213044 A CA 2213044A CA 2213044 A1 CA2213044 A1 CA 2213044A1
- Authority
- CA
- Canada
- Prior art keywords
- wheel
- crankshaft
- track
- axis
- drive shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H21/00—Gearings comprising primarily only links or levers, with or without slides
- F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
- F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
- F16H21/18—Crank gearings; Eccentric gearings
- F16H21/36—Crank gearings; Eccentric gearings without swinging connecting-rod, e.g. with epicyclic parallel motion, slot-and-crank motion
- F16H21/365—Crank gearings; Eccentric gearings without swinging connecting-rod, e.g. with epicyclic parallel motion, slot-and-crank motion with planetary gearing having a ratio of 2:1 between sun gear and planet gear
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Transmission Devices (AREA)
Abstract
In this invention entitled Orbital Crankshaft a development is made upon a crankshaft to transform linear motion into rotational crankshaft motion. In a piston driven crankshaft this development replaces the linkage associated with the piston connecting rod with a wheel and track system. This has the effect of increasing the overall efficiency of the linear to rotational transformation and is the embodiment of this invention.
Description
rotational transformation and is the emboA;m~nt of tl-is ; nv~nti~
Specification The uniqueness of this invention is the manner in which a wheel and track transforms linear motion such as that of a piston within a cylinder into rotational crankshaft motion.
The operational and mechanical description of this invention is developed with the aid of drawings. Angles subtended by counter clockwise motion are treated as positive (+) and angles subtended ky clockwise motion are treated as negative (~
drawings show the rotation of the wheel as positive and the resultant crankshaft rotation as negative, but these could be reversed without prejudice to the embodiment of this invention.
Designated parts are emphasized in bold in the narrative in all cases where they appear in the referenced drawing.
The following is a list of the drawings:
Dwg Figure Description 1 1-1 Introduction of the principle elements of the invention 2 2-1 Qrbital wheel and track 2-2 Detail of cogged interface between the orbital wheel and track 3 3-1 Operational example, -22.5~ crankshaft rotation 3-2 Operational example, -4~~ crankshaft rotation 4 4-1 Operational example, -90~ crankshaft rotation 4-2 Operational example~ -180~ crankshaft rotation Dwg Figure Description 5-1 Connecting rod crankshaft, 0~ rotation 5-2 Orbital crankshaft, 0~ rotation 6 6-1 Con~ecting EOd crankshaft, -22.5~ rotation 6-2 Orbital crankshaft, -22.5~ rotation 6-3 Connecting ro~ crankshaft, -45~ rotation ~-4 Orbital crankshaft, -45~ rotation 7 7-1 Connecting rod crankshaft, -67.5~ rotation 7-2 Orbital crankshaft, -~7.5~ rotation 7-3 Connecting EO~ crankshaft~ -90~ rotation 7-4 Orbital crankshaft, -90~ rotation 8 8-1 Connecting Eod crankshaft/ -'112.5~ r~tation ~-2 Orbital crankshaft, -112.5~ rotation 8-3 Connecting rod crankshaft, -135~ rotation 8-4 Orbital crankshaft, -135~ rotation g 9-1 Conne~ting EOd cEankshaft, -157.5~ Eotation 9-2 Orbital crankshaft, -157.5~ rotation 9-3 Conne~ting r~ crankshaft, -180~ rotation 9-4 Orbital crankshaft, -180~ rotation 10 10-1 Orbital crankshaft, oblique view of exploded mechanical representation 11 11-1 Orbital crankshaft, oblique view of finished mechanical representation Drawing 1 is a plan view schematic representation of the principle elements of this invention within the context of a piston driven crankshaft. This format is followed in drawings 1 through 9 and the focus is on operational details rather than mechanical details, which are represented in drawings 10 and 11.
Figure 1-1 represents the orbital crankshaft in the top of stroke position, whi~h will be considere~ as ~~ of crankshaft rotation. The circle 1 represents a wheel which at this point of crankshaft rotation is seen abutting the top of the larger circle 2 which represents the track within which the wheel runs. The circle 3 represents a rotational axis upon which the wheel turns as runs in orbit. The circle 4 represents the drive shaft and forms a single solid unit with the crank 5 constituting the crankshaft.
In operation the wheel 1 run.s around the track 2 in a circular orhital motion centered on the axis of drive shaft 4.
The wheel mounts to the crankshaft at rotational axis 3. It is through this point that the orbital motion of the wheel is transformed into rotational crankshaft motion. As well it is by way of 3 that the crank supports the wheel in its orbital interface to the track. Some of the drive shaft 4 and crank 5 are represented by hidden lines because in this view they would be behind the wheel 1.
The linear motion is joined to the wheel at the rotational axis represented by circle 6. It is at this point that the piston generated linear force impels the wheel to run in an orbital motion around the track. In drawing 1 the linear mechanical elements are represented by piston/rod assembly 7, which is made to resemble the piston and connecting rod of a conventional crankshaft. This resemblance is not mechanically necessary as in this invention the piston/rod assembly is a single solid unarticulated unit. The outline of the piston cylinder is indicated by 8.
The radius of the wheel 1 is exactly half that of the track 2. The offset distance between the drive shaft 4 axis and rotational axis 3 is exactly the wheel radius, as is the offset distance between the rotational axes 3 and 6.
Drawing 2 clarifies the interface between the wheel 1 and the track 2.
Figure 2-1 restates the position of the wheel as it would appear at the top of stroke. ~enterline C is introduced to indicate the top of stroke position and to represent the linear path of motion which the piston/rod undergoes within the cylinder. It is coplanar with the center line of the piston and cylinder.
Figure 2-2 is a magnified detail of figure 2-1 showing that the wheel and track are locked in mesh by cogs or teeth. The ratio of cogs between the wheel and track is exactly 1:2, so that as the wheel runs one complete orbit around the track it will undergo exactly two complete turns on axis 3.
Drawing 3 examines the consequences of the wheel 1 meshing with the track 2 while being at the same time supported in or~it by the crank 5 and impelled at rotational axis 6.
Figure 3-1 shows the results of the wheel turning +45~ on axis 3. Due to the 1:2 ratio and the meshing of the cogs such a movement will result in the wheel running -22.5~ around the track. While supporting the wheel in orbit against the track the crank 5 will be made to rotate by thi.s same -22.5~ around the axis of drive shaft 4 which also must turn -22.5~. Centerline C
indicates the initial position at the top of the stroke against which this angle of -22.5~ can be seen to be subtended. The vital point is that the rotational axis 6 remains perfectly centered on centerline C while moving linearly down.
Figure 3-2 continues in this vein showing the wheel as having turned a total of +90~ on axis 3. A subsequent shaft rotation of -45~ can be seen to be subtended from centerline C, while rotational axis 6 still finds itself perfectly centered on C while continuing its linear downward stroke.
Drawing 4 fleshes out the operational characteristics begun in the previous drawing with two more examples.
Figure 4-1 is of the wheel turning a total of +180~ causing -90~ of shaft rotation. Now axis 6 is centered on C directly in line with the axis of drive shaft 4.
Figure 4-2 is of the wheel at +360~ of spin causing -180~ of shaft rotation, with axis 6 centered on C at the bottom of the stroke. This completes the down stroke.
A further +360~ of spin will return the axis 6 to the top of the stroke. Its path will at all points be linear and centered on C. In this way the linear motion of the piston as seen at axis 6 is transformed into orbital motion by the wheel 1 running in the track 2 in an orbital motion which is in turn transformed into crankshaft rotation at axis 3.
Part of the advantage offered by this invention is in the nature of the orbital to rotational transformation. This transformation takes place at the axis 3 where the orbital motion is always perfectly aligned to the path of rotation resulting in virtually 100% efficient transformation.
The critical point of transformation efficiency is at axis 6, the point of linear to orbital transformation where the transformation efficiency is a function of the angle between the linear path and the tangent to the wheel.
Drawing 5 introduces constructs representing these linear and tangential elements and sets up a basis for a comparison between a connecting rod crankshaft, where the linear to rotational transformation takes place through two angles at axes at either end of the connecting rod, and this invention, where the transformation takes place through one angle at the linear interface axis 6.
Figure 5-1 depicts a piston driven connecting rod crankshaft at the top of the stroke. The centerline C continues in its functions of indicating the top of stroke position and the path of linear motion. It is coplanar with the center line of the piston 14, connecting ro~ 13, crank 10, and cylinder ~. ~t ~~ of crankshaft rotation centerline C is coplanar with the rotational axes 11 and 12, and the axis of drive shaft 4. The dashed circle 9 indicates the orbital path travelled by rotational axis 11 around the axis of drive shaft 4 throughout each revolution. The secondary line T represents the tangent to circle 9 at the point of interface to rotational axis 11. In the connecting rod crankshaft the linear to rotational transformation takes place through angles at both axes 11 and 12.
Figure 5-2 depists a piston driven orbital crankshaft at the top of the stroke. The center line C indicates the top of strake position and the path of linear motion. It is coplanar with the center line of the piston/rod unit 7, crank 5, and cylinder 8.
At 0~ of crankshaft rotation center lin~ C is c~lanar with the rotational axes 3 and 6, and the axis of drive shaft 4. The secondary line T represents the tangent to wheel 1 at the axis 6.
In the orbital crankshaft the linear to rotational transformation takes place through a single angle at linear interface axis 6.
ln drawin~s 5 to 9 a cra~shaft E~tati~n of ~ ~ is examined in -22.5~ steps f~r b~th the connectin~ rod and or~ital crankshafts. The efficiency of transformation between linear and rotational motion is taken to be a cosine function of the angle between the linear path represented by center line C and the tangent to the rotational motion represented by T. For the connecting rod crankshaft the transformation will be a two angle function while for the orbital crankshaft the transformation will be a one angle functian.
In dr~w-ing 5 th~ Line T is at 9~~ to the line C. A~ cos 90~
= O the efficiency of transformation at the top of the stroke for both the connecting rod and the orbital crankshaft is 0.
Drawing 6 continues the analysis of the efficiency of linear to rotational transformation between the connecting rod and orbital crankshafts.
Figure 6-1 depicts the connecting rod crankshaft at -22.5~
of crankshaft rotation. Secondary line A is introduced to mediate the two angle calculation of the efficiency of linear to rotational transformation. A is at lQ~to C, and at 57.5~ to T.
The efficiency will be the product of the cosines of these t~o angles. Therefore, cos 10~ x cos 57.5~, which is .985 x .537 =
.5~ wiII be the efficiency of transformation for the connecting rod crankshaft at -22.5~.
Figure 6-2 depicts the orbital crankshaft at -22.5~ of crankshaft rotation. Here, the conversion calculation is a one angle calculation where C is at 67.5~ to T. Therefore, cos 67.5 = .38, which will be the efficiency of transformation for the orbital crankshaft at -22.5~.
Figures 6-3 and 6-4, and drawings 7, 8, and 9 continue the analysis begun in drawing 5. The results are summarized in the followi~g:
Dwg Rotation Fig angle(s)(~) cos~ efficiency 0~ 5-1 90~ 0 0 5-2 9Q~ 0 0 6 -22.5~ 6-1 10~,57.5~ .985,.537 .53 6-2 67.5~ .383 ~38 -45~ 6-3 19~,26~ .946,.899 .85 6-4 45~ .707 .71 7 -67.5~ 7-1 25~,2.5~ .906,.999 .91 7-~ 22.5~ .924 .92 -90~ 7-3 27~,27~ .891,.891 .79 7-4 0~ 1.000 1.00 8 -112.5~ 8-1 25~,47.5~ .906,.676 .61 8-2 22.5~ .924 .92 Dwg Rotation Fig angle(s~ cos~ efficiency 8 -135~ 8-3 19~,64~ .946,.438 .4 8-4 45~ .707 .7 9 -157.5~ 9-l 10~,77.5~ .985,.216 ~21 g-2 67.5~ .382 .38 -180~ g-3 oo,goo l.ooo, o o g-4 goo o These results are shown in the following graph.
(~ra~h 1 i 9_r(~-r~c~
~ ~,= ~
_ / , , . . , , I , , .u I , ~ \
>~ _, 0 \
/ / \
.~ -- / / '\ i ~ / \ \
1/ \
' " , I I
'~ U, u~ ~?
C\i U~ 1~ o C~i ~ ~ rn, ~~ r - r- ~
These results indicate that the connecting rod crankshaft has the advantage in linear to rotational transformation efficiency up to the 3/8 point of the power stroke, and that the orbital crankshaft has the advantage for the remaining 5/8 of the power stroke. An average value taken at these angles from the top to the bottom of the power stroke indicates the orbital crankshaft to be 16-~o more efficient overall.
Drawing 10 is an oblique three dimensional view representing the principle mechanical elements of this invention with some parts separated or exploded so as to clarify them. ~heel 1 is exploded to clarify rotational axis 3. Centerline D indicates the alignment of the wheel center mounting hole of rotational axis 3, the bearing assembly 15, and the mounting extrusion point of rotational axis 3 fixed at the outer point of the crank 5.
Similarly, rod/piston 7 is exploded to clarify rotational axis 6.
Centerline B indicates the alignment of the center mounting hole of rotational axis 6 of the rod/piston, the bearing assembly 17, and the mounting extrusion point of rotational axis 6 flxed at the perimeter of the wheel 1. Centerline C indicates the linear path of motion which rod/piston 7 and axis 6 will follow. The rod/piston 7 is only partially clarified to encompass the possibility of a double piston unit set in two opposing cylinders which would maximize the advantages of this invention.
The wheel 1 is cogged and these cogs mesh with the cogs on ~he circular track 2 when .he wheel is mounted at 3. The ratio of radii and number of cogs is 1:2 between the wheel and track.
Centerline D of axis 3, is offset from centerline B of axis 6, by a distance exactly equal to the wheel radius. So as not to interfere with the meshing of the wheel and the track it can be seen that extrusion 6 must be mounted ahead of the cogs as indicated in drawing 10. The circular track 2 is extruded from the crankcase housing 14 so that the wheel may fit within and mount to the crank 5 at rotational axis 3. The crank 5 is a single solid unit with drive shaft 4 mounted at drive shaft mounting 16 extruded from the crankcase housing 14. Centerline E
indicates the drive shaft axis.
Drawing 11 is a restatement of drawing 10 with the 'exploded' parts now in their 'mounted' positions so that the invention is represented in its operational mechanical form The wheel 1 is mounted on rotational axis 3 with the bearing assembly 15 in place. Centerline D echoes the alignment as shown in drawing 10. The drive shaft 4, crank 5, and drive shaft mounting 16 are partially hidden behind the mounted wheel. Similarly, the rod/piston 7 is mounted on rotational axis 6 with the bearing assembly 17 in place. Centerline B echoes the alignment shown in drawing 10. Centerline C indicates the linear path of motion which rod/piston 7 and linear interface axis 6 will follow in operation.
The cogs of wheel 1 mesh with the cogs of circular track 2 which is extruded from the crankcase housing 14 such that the wheel fits within and is contained by the track. The crank 5 supports the wheel in mesh with the track and joins the wheel to the drive shaft 4 transforming the orbital wheel motion into rotational drive shaft motion. Centerline E indicates the drive shaft rotational axis.
Drawings
Specification The uniqueness of this invention is the manner in which a wheel and track transforms linear motion such as that of a piston within a cylinder into rotational crankshaft motion.
The operational and mechanical description of this invention is developed with the aid of drawings. Angles subtended by counter clockwise motion are treated as positive (+) and angles subtended ky clockwise motion are treated as negative (~
drawings show the rotation of the wheel as positive and the resultant crankshaft rotation as negative, but these could be reversed without prejudice to the embodiment of this invention.
Designated parts are emphasized in bold in the narrative in all cases where they appear in the referenced drawing.
The following is a list of the drawings:
Dwg Figure Description 1 1-1 Introduction of the principle elements of the invention 2 2-1 Qrbital wheel and track 2-2 Detail of cogged interface between the orbital wheel and track 3 3-1 Operational example, -22.5~ crankshaft rotation 3-2 Operational example, -4~~ crankshaft rotation 4 4-1 Operational example, -90~ crankshaft rotation 4-2 Operational example~ -180~ crankshaft rotation Dwg Figure Description 5-1 Connecting rod crankshaft, 0~ rotation 5-2 Orbital crankshaft, 0~ rotation 6 6-1 Con~ecting EOd crankshaft, -22.5~ rotation 6-2 Orbital crankshaft, -22.5~ rotation 6-3 Connecting ro~ crankshaft, -45~ rotation ~-4 Orbital crankshaft, -45~ rotation 7 7-1 Connecting rod crankshaft, -67.5~ rotation 7-2 Orbital crankshaft, -~7.5~ rotation 7-3 Connecting EO~ crankshaft~ -90~ rotation 7-4 Orbital crankshaft, -90~ rotation 8 8-1 Connecting Eod crankshaft/ -'112.5~ r~tation ~-2 Orbital crankshaft, -112.5~ rotation 8-3 Connecting rod crankshaft, -135~ rotation 8-4 Orbital crankshaft, -135~ rotation g 9-1 Conne~ting EOd cEankshaft, -157.5~ Eotation 9-2 Orbital crankshaft, -157.5~ rotation 9-3 Conne~ting r~ crankshaft, -180~ rotation 9-4 Orbital crankshaft, -180~ rotation 10 10-1 Orbital crankshaft, oblique view of exploded mechanical representation 11 11-1 Orbital crankshaft, oblique view of finished mechanical representation Drawing 1 is a plan view schematic representation of the principle elements of this invention within the context of a piston driven crankshaft. This format is followed in drawings 1 through 9 and the focus is on operational details rather than mechanical details, which are represented in drawings 10 and 11.
Figure 1-1 represents the orbital crankshaft in the top of stroke position, whi~h will be considere~ as ~~ of crankshaft rotation. The circle 1 represents a wheel which at this point of crankshaft rotation is seen abutting the top of the larger circle 2 which represents the track within which the wheel runs. The circle 3 represents a rotational axis upon which the wheel turns as runs in orbit. The circle 4 represents the drive shaft and forms a single solid unit with the crank 5 constituting the crankshaft.
In operation the wheel 1 run.s around the track 2 in a circular orhital motion centered on the axis of drive shaft 4.
The wheel mounts to the crankshaft at rotational axis 3. It is through this point that the orbital motion of the wheel is transformed into rotational crankshaft motion. As well it is by way of 3 that the crank supports the wheel in its orbital interface to the track. Some of the drive shaft 4 and crank 5 are represented by hidden lines because in this view they would be behind the wheel 1.
The linear motion is joined to the wheel at the rotational axis represented by circle 6. It is at this point that the piston generated linear force impels the wheel to run in an orbital motion around the track. In drawing 1 the linear mechanical elements are represented by piston/rod assembly 7, which is made to resemble the piston and connecting rod of a conventional crankshaft. This resemblance is not mechanically necessary as in this invention the piston/rod assembly is a single solid unarticulated unit. The outline of the piston cylinder is indicated by 8.
The radius of the wheel 1 is exactly half that of the track 2. The offset distance between the drive shaft 4 axis and rotational axis 3 is exactly the wheel radius, as is the offset distance between the rotational axes 3 and 6.
Drawing 2 clarifies the interface between the wheel 1 and the track 2.
Figure 2-1 restates the position of the wheel as it would appear at the top of stroke. ~enterline C is introduced to indicate the top of stroke position and to represent the linear path of motion which the piston/rod undergoes within the cylinder. It is coplanar with the center line of the piston and cylinder.
Figure 2-2 is a magnified detail of figure 2-1 showing that the wheel and track are locked in mesh by cogs or teeth. The ratio of cogs between the wheel and track is exactly 1:2, so that as the wheel runs one complete orbit around the track it will undergo exactly two complete turns on axis 3.
Drawing 3 examines the consequences of the wheel 1 meshing with the track 2 while being at the same time supported in or~it by the crank 5 and impelled at rotational axis 6.
Figure 3-1 shows the results of the wheel turning +45~ on axis 3. Due to the 1:2 ratio and the meshing of the cogs such a movement will result in the wheel running -22.5~ around the track. While supporting the wheel in orbit against the track the crank 5 will be made to rotate by thi.s same -22.5~ around the axis of drive shaft 4 which also must turn -22.5~. Centerline C
indicates the initial position at the top of the stroke against which this angle of -22.5~ can be seen to be subtended. The vital point is that the rotational axis 6 remains perfectly centered on centerline C while moving linearly down.
Figure 3-2 continues in this vein showing the wheel as having turned a total of +90~ on axis 3. A subsequent shaft rotation of -45~ can be seen to be subtended from centerline C, while rotational axis 6 still finds itself perfectly centered on C while continuing its linear downward stroke.
Drawing 4 fleshes out the operational characteristics begun in the previous drawing with two more examples.
Figure 4-1 is of the wheel turning a total of +180~ causing -90~ of shaft rotation. Now axis 6 is centered on C directly in line with the axis of drive shaft 4.
Figure 4-2 is of the wheel at +360~ of spin causing -180~ of shaft rotation, with axis 6 centered on C at the bottom of the stroke. This completes the down stroke.
A further +360~ of spin will return the axis 6 to the top of the stroke. Its path will at all points be linear and centered on C. In this way the linear motion of the piston as seen at axis 6 is transformed into orbital motion by the wheel 1 running in the track 2 in an orbital motion which is in turn transformed into crankshaft rotation at axis 3.
Part of the advantage offered by this invention is in the nature of the orbital to rotational transformation. This transformation takes place at the axis 3 where the orbital motion is always perfectly aligned to the path of rotation resulting in virtually 100% efficient transformation.
The critical point of transformation efficiency is at axis 6, the point of linear to orbital transformation where the transformation efficiency is a function of the angle between the linear path and the tangent to the wheel.
Drawing 5 introduces constructs representing these linear and tangential elements and sets up a basis for a comparison between a connecting rod crankshaft, where the linear to rotational transformation takes place through two angles at axes at either end of the connecting rod, and this invention, where the transformation takes place through one angle at the linear interface axis 6.
Figure 5-1 depicts a piston driven connecting rod crankshaft at the top of the stroke. The centerline C continues in its functions of indicating the top of stroke position and the path of linear motion. It is coplanar with the center line of the piston 14, connecting ro~ 13, crank 10, and cylinder ~. ~t ~~ of crankshaft rotation centerline C is coplanar with the rotational axes 11 and 12, and the axis of drive shaft 4. The dashed circle 9 indicates the orbital path travelled by rotational axis 11 around the axis of drive shaft 4 throughout each revolution. The secondary line T represents the tangent to circle 9 at the point of interface to rotational axis 11. In the connecting rod crankshaft the linear to rotational transformation takes place through angles at both axes 11 and 12.
Figure 5-2 depists a piston driven orbital crankshaft at the top of the stroke. The center line C indicates the top of strake position and the path of linear motion. It is coplanar with the center line of the piston/rod unit 7, crank 5, and cylinder 8.
At 0~ of crankshaft rotation center lin~ C is c~lanar with the rotational axes 3 and 6, and the axis of drive shaft 4. The secondary line T represents the tangent to wheel 1 at the axis 6.
In the orbital crankshaft the linear to rotational transformation takes place through a single angle at linear interface axis 6.
ln drawin~s 5 to 9 a cra~shaft E~tati~n of ~ ~ is examined in -22.5~ steps f~r b~th the connectin~ rod and or~ital crankshafts. The efficiency of transformation between linear and rotational motion is taken to be a cosine function of the angle between the linear path represented by center line C and the tangent to the rotational motion represented by T. For the connecting rod crankshaft the transformation will be a two angle function while for the orbital crankshaft the transformation will be a one angle functian.
In dr~w-ing 5 th~ Line T is at 9~~ to the line C. A~ cos 90~
= O the efficiency of transformation at the top of the stroke for both the connecting rod and the orbital crankshaft is 0.
Drawing 6 continues the analysis of the efficiency of linear to rotational transformation between the connecting rod and orbital crankshafts.
Figure 6-1 depicts the connecting rod crankshaft at -22.5~
of crankshaft rotation. Secondary line A is introduced to mediate the two angle calculation of the efficiency of linear to rotational transformation. A is at lQ~to C, and at 57.5~ to T.
The efficiency will be the product of the cosines of these t~o angles. Therefore, cos 10~ x cos 57.5~, which is .985 x .537 =
.5~ wiII be the efficiency of transformation for the connecting rod crankshaft at -22.5~.
Figure 6-2 depicts the orbital crankshaft at -22.5~ of crankshaft rotation. Here, the conversion calculation is a one angle calculation where C is at 67.5~ to T. Therefore, cos 67.5 = .38, which will be the efficiency of transformation for the orbital crankshaft at -22.5~.
Figures 6-3 and 6-4, and drawings 7, 8, and 9 continue the analysis begun in drawing 5. The results are summarized in the followi~g:
Dwg Rotation Fig angle(s)(~) cos~ efficiency 0~ 5-1 90~ 0 0 5-2 9Q~ 0 0 6 -22.5~ 6-1 10~,57.5~ .985,.537 .53 6-2 67.5~ .383 ~38 -45~ 6-3 19~,26~ .946,.899 .85 6-4 45~ .707 .71 7 -67.5~ 7-1 25~,2.5~ .906,.999 .91 7-~ 22.5~ .924 .92 -90~ 7-3 27~,27~ .891,.891 .79 7-4 0~ 1.000 1.00 8 -112.5~ 8-1 25~,47.5~ .906,.676 .61 8-2 22.5~ .924 .92 Dwg Rotation Fig angle(s~ cos~ efficiency 8 -135~ 8-3 19~,64~ .946,.438 .4 8-4 45~ .707 .7 9 -157.5~ 9-l 10~,77.5~ .985,.216 ~21 g-2 67.5~ .382 .38 -180~ g-3 oo,goo l.ooo, o o g-4 goo o These results are shown in the following graph.
(~ra~h 1 i 9_r(~-r~c~
~ ~,= ~
_ / , , . . , , I , , .u I , ~ \
>~ _, 0 \
/ / \
.~ -- / / '\ i ~ / \ \
1/ \
' " , I I
'~ U, u~ ~?
C\i U~ 1~ o C~i ~ ~ rn, ~~ r - r- ~
These results indicate that the connecting rod crankshaft has the advantage in linear to rotational transformation efficiency up to the 3/8 point of the power stroke, and that the orbital crankshaft has the advantage for the remaining 5/8 of the power stroke. An average value taken at these angles from the top to the bottom of the power stroke indicates the orbital crankshaft to be 16-~o more efficient overall.
Drawing 10 is an oblique three dimensional view representing the principle mechanical elements of this invention with some parts separated or exploded so as to clarify them. ~heel 1 is exploded to clarify rotational axis 3. Centerline D indicates the alignment of the wheel center mounting hole of rotational axis 3, the bearing assembly 15, and the mounting extrusion point of rotational axis 3 fixed at the outer point of the crank 5.
Similarly, rod/piston 7 is exploded to clarify rotational axis 6.
Centerline B indicates the alignment of the center mounting hole of rotational axis 6 of the rod/piston, the bearing assembly 17, and the mounting extrusion point of rotational axis 6 flxed at the perimeter of the wheel 1. Centerline C indicates the linear path of motion which rod/piston 7 and axis 6 will follow. The rod/piston 7 is only partially clarified to encompass the possibility of a double piston unit set in two opposing cylinders which would maximize the advantages of this invention.
The wheel 1 is cogged and these cogs mesh with the cogs on ~he circular track 2 when .he wheel is mounted at 3. The ratio of radii and number of cogs is 1:2 between the wheel and track.
Centerline D of axis 3, is offset from centerline B of axis 6, by a distance exactly equal to the wheel radius. So as not to interfere with the meshing of the wheel and the track it can be seen that extrusion 6 must be mounted ahead of the cogs as indicated in drawing 10. The circular track 2 is extruded from the crankcase housing 14 so that the wheel may fit within and mount to the crank 5 at rotational axis 3. The crank 5 is a single solid unit with drive shaft 4 mounted at drive shaft mounting 16 extruded from the crankcase housing 14. Centerline E
indicates the drive shaft axis.
Drawing 11 is a restatement of drawing 10 with the 'exploded' parts now in their 'mounted' positions so that the invention is represented in its operational mechanical form The wheel 1 is mounted on rotational axis 3 with the bearing assembly 15 in place. Centerline D echoes the alignment as shown in drawing 10. The drive shaft 4, crank 5, and drive shaft mounting 16 are partially hidden behind the mounted wheel. Similarly, the rod/piston 7 is mounted on rotational axis 6 with the bearing assembly 17 in place. Centerline B echoes the alignment shown in drawing 10. Centerline C indicates the linear path of motion which rod/piston 7 and linear interface axis 6 will follow in operation.
The cogs of wheel 1 mesh with the cogs of circular track 2 which is extruded from the crankcase housing 14 such that the wheel fits within and is contained by the track. The crank 5 supports the wheel in mesh with the track and joins the wheel to the drive shaft 4 transforming the orbital wheel motion into rotational drive shaft motion. Centerline E indicates the drive shaft rotational axis.
Drawings
Claims (7)
1. The crankshaft is a single solid unit composed of a crank and a drive shaft and where the unit rotates on the drive shaft axis
2. The wheel runs within the track and describes a circular orbit around the drive shaft axis
3. The wheel and track are locked in mesh with cogs or teeth, and the ratio between wheel and track in radius and number of cogs or teeth is exactly 1:2
4. The wheel mounts to the crankshaft upon a rotational axis at the wheel center point
5. The wheel mounting point is offset from the drive shaft axis by a distance exactly equal to the wheel radius
6. The drive shaft axis is perpendicular to the plane of the circular track and intersects the circular track center point
7. The linear mechanical elements join to the wheel at a rotational axis which is offset from the wheel center point by a distance exactly equal to the wheel radius
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2213044 CA2213044A1 (en) | 1997-10-01 | 1997-10-01 | Orbital crankshaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2213044 CA2213044A1 (en) | 1997-10-01 | 1997-10-01 | Orbital crankshaft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2213044A1 true CA2213044A1 (en) | 1999-04-01 |
Family
ID=4161261
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2213044 Abandoned CA2213044A1 (en) | 1997-10-01 | 1997-10-01 | Orbital crankshaft |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2213044A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1332302A1 (en) * | 2000-10-06 | 2003-08-06 | Peter Bortolin | Power transmission apparatus |
| WO2004029481A1 (en) * | 2002-09-30 | 2004-04-08 | Peter Bortolin | Power transmission apparatus |
| US9945321B2 (en) | 2012-11-20 | 2018-04-17 | Dulob Ab | Hot gas engine |
-
1997
- 1997-10-01 CA CA 2213044 patent/CA2213044A1/en not_active Abandoned
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1332302A1 (en) * | 2000-10-06 | 2003-08-06 | Peter Bortolin | Power transmission apparatus |
| EP1332302A4 (en) * | 2000-10-06 | 2005-08-03 | Peter Bortolin | Power transmission apparatus |
| WO2004029481A1 (en) * | 2002-09-30 | 2004-04-08 | Peter Bortolin | Power transmission apparatus |
| US9945321B2 (en) | 2012-11-20 | 2018-04-17 | Dulob Ab | Hot gas engine |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |