DE4318401A1 - Internal combustion engine - Google Patents

Internal combustion engine

Info

Publication number
DE4318401A1
DE4318401A1 DE19934318401 DE4318401A DE4318401A1 DE 4318401 A1 DE4318401 A1 DE 4318401A1 DE 19934318401 DE19934318401 DE 19934318401 DE 4318401 A DE4318401 A DE 4318401A DE 4318401 A1 DE4318401 A1 DE 4318401A1
Authority
DE
Germany
Prior art keywords
crank shaft
rotational angle
piston
rotation
centre
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.)
Granted
Application number
DE19934318401
Other languages
German (de)
Other versions
DE4318401C2 (en
Inventor
Klaus Volk
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to DE19934318401 priority Critical patent/DE4318401C2/en
Publication of DE4318401A1 publication Critical patent/DE4318401A1/en
Application granted granted Critical
Publication of DE4318401C2 publication Critical patent/DE4318401C2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0019—Cylinders and crankshaft not in one plane (deaxation)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B5/00—Reciprocating-piston machines or engines with cylinder axes arranged substantially tangentially to a circle centred on main shaft axis
    • F01B5/003—Reciprocating-piston machines or engines with cylinder axes arranged substantially tangentially to a circle centred on main shaft axis the connection of the pistons with an actuated or actuating element being at the outer ends of the cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis

Abstract

In conventional internal combustion engines, it is theoretically possible to use 180 DEG of rotational angle for a conversion of the linear motion of the piston into useful rotation of the crank shaft. The hitherto customary offset impinges only on the piston dynamics and is kept relatively small, with the result that there is virtually no influence on the rotational angle. A significant improvement is achieved by increasing the rotational angle at the crank shaft. By means of the lateral offset of the centre of rotation of the crank shaft relative to the centre of the path of motion of the piston - taking into account the direction of rotation - it is possible to achieve a rotational angle greater than 180 DEG . The additionally obtained angle (X) provides a correspondingly higher torque during the downward stroke under gas pressure. As a result, better use is made of the fuel. It is thus possible to achieve the same power with less fuel and, at the same time, to emit less exhaust gas. In multi-cylinder engines, it is possible with a reduced number of cylinders to produce a similar thrust at the crank shaft while simultaneously reducing the internal friction, resulting in a further increase in efficiency. <IMAGE>

Description

Stand der TechnikState of the art

Es ist allgemein bekannt, daß die Mitte der Kolbenlaufbahn und die Kurbelwellenmitte eine Flucht bildet (siehe Fig. I). Das bedeutet, daß nur maximal 180° der Kurbelwellendrehung mit der Kraft des ausdehnenden Gases beaufschlagt werden könnten, abzüglich des Winkels, in dem beim Viertaktver­ fahren das Auslaßventil öffnet.It is generally known that the center of the piston raceway and the center of the crankshaft form an alignment (see FIG. I). This means that only a maximum of 180 ° of the crankshaft rotation could be subjected to the force of the expanding gas, minus the angle at which the exhaust valve opens during the four-stroke cycle.

Die Ausnahme bildet der U-Motor, bei dem beide Kolben spiegelbildlich angeordnet sind, aber die Kurbelwellenmitte genau mittig angeordnet ist.The exception is the U motor, in which both pistons are arranged in mirror image, but the crankshaft center is positioned exactly in the middle.

Technisches ProblemTechnical problem

Der im Patentanspruch angegebenen Erfindung liegt das Problem zugrunde, eine Wirkungsgraderhöhung bzw. Verbrauchsminderung bei derzeit üblichen Motoren zu erreichen, indem man eine Vergrößerung des beaufschlagten Winkels erreicht.The invention specified in the patent claim is the problem based on an increase in efficiency or reduction in consumption can be achieved with currently common engines by using a Enlargement of the applied angle reached.

Lösungsolution

Das Problem wird durch das im Patentanspruch aufgeführte Merkmal "versetzte Kurbelwelle", gelöst (siehe Fig. II).The problem is solved by the feature "offset crankshaft" (see FIG. II).

Erreichte VorteileAchieved advantages

Die mit der Erfindung erzielten Vorteile bestehen insbesondere darin, daß der Wirkungsgrad des Motors verbessert wird, weil der Krafttakt auf einen größeren Drehwinkel abgegeben wird (siehe Winkel X in Fig. II).The advantages achieved with the invention consist in particular in that the efficiency of the motor is improved because the power cycle is delivered to a larger angle of rotation (see angle X in FIG. II).

Beim Viertaktmotor wird in gleichem Maße der Winkel des An­ saugtaktes größer. Durch die verhältnismäßig geringere Gas­ geschwindigkeit verbessert sich die Zylinderfüllung.In the four-stroke engine, the angle of the type is the same suction stroke larger. Due to the relatively lower gas speed improves the cylinder charge.

Bei Mehrzylindermotoren kann, im Vergleich zum Stand der Technik, mit einer verminderten Zylinderzahl eine ähnliche Leistung und Laufruhe erreicht werden - mit der daraus resul­ tierenden, gleichzeitigen Verminderung der inneren Reibung -, was eine weitere Wirkungsgraderhöhung bzw. Verbrauchsminde­ rung zur Folge hat.In multi-cylinder engines, compared to the state of the Technology, with a reduced number of cylinders a similar one Performance and smoothness can be achieved - with the result effective, simultaneous reduction of internal friction -, what a further increase in efficiency or consumption minimization tion.

Der Abgasausstoß wird ebenfalls reduziert.Exhaust emissions are also reduced.

Claims (1)

Verbrennungsmotor, dadurch gekennzeichnet, daß die Kurbelwelle gegen die Zylindermitte versetzt ist. Siehe Fig. II.Internal combustion engine, characterized in that the crankshaft is offset against the center of the cylinder. See Fig. II.
DE19934318401 1993-06-03 1993-06-03 Internal combustion engine with a cranked crank mechanism Expired - Fee Related DE4318401C2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19934318401 DE4318401C2 (en) 1993-06-03 1993-06-03 Internal combustion engine with a cranked crank mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19934318401 DE4318401C2 (en) 1993-06-03 1993-06-03 Internal combustion engine with a cranked crank mechanism

Publications (2)

Publication Number Publication Date
DE4318401A1 true DE4318401A1 (en) 1994-12-08
DE4318401C2 DE4318401C2 (en) 1995-04-06

Family

ID=6489510

Family Applications (1)

Application Number Title Priority Date Filing Date
DE19934318401 Expired - Fee Related DE4318401C2 (en) 1993-06-03 1993-06-03 Internal combustion engine with a cranked crank mechanism

Country Status (1)

Country Link
DE (1) DE4318401C2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009011003A1 (en) * 2007-07-13 2009-01-22 Luigi Maria Murone Criteria of optimization in the efficiency of a first heat engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1414987A (en) * 1922-05-02 And morris j

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1414987A (en) * 1922-05-02 And morris j

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Maas, H./Klier, H.: Die Verbrennungs- kraftmaschine, Bd. 2, 1981, S. 26-31 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009011003A1 (en) * 2007-07-13 2009-01-22 Luigi Maria Murone Criteria of optimization in the efficiency of a first heat engine

Also Published As

Publication number Publication date
DE4318401C2 (en) 1995-04-06

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Legal Events

Date Code Title Description
OP8 Request for examination as to paragraph 44 patent law
D2 Grant after examination
8364 No opposition during term of opposition
8320 Willingness to grant licenses declared (paragraph 23)
8339 Ceased/non-payment of the annual fee