EP0222841A1 - Crankshaft crank - Google Patents

Crankshaft crank

Info

Publication number
EP0222841A1
EP0222841A1 EP19860903146 EP86903146A EP0222841A1 EP 0222841 A1 EP0222841 A1 EP 0222841A1 EP 19860903146 EP19860903146 EP 19860903146 EP 86903146 A EP86903146 A EP 86903146A EP 0222841 A1 EP0222841 A1 EP 0222841A1
Authority
EP
European Patent Office
Prior art keywords
gear
support
crank
shaft
rotational axis
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.)
Withdrawn
Application number
EP19860903146
Other languages
German (de)
French (fr)
Inventor
Robert Alan Cooper
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
Publication of EP0222841A1 publication Critical patent/EP0222841A1/en
Withdrawn legal-status Critical Current

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
    • 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
    • F16H21/22—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric
    • F16H21/30—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric with members having rolling contact
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • crankshafts for internal combustion engines and more particularly but not exclusively to crankshafts for four-stroke internal combustio engines.
  • crankshaft crank bearings are journal bearings having bearing shells fitted to the connecting rod big end and running on a steel shaft.
  • the piston is attached to the cran bearing by means of a piston rod with the distance between th piston and the crankshaft crank being fixed by the piston rod. Accordingly movement of the piston during the compression phase is egual to the movement of the piston during the exhaust phase.
  • crankshaft assembly for a four-stroke internal combustion engine having at least one piston and a piston rod extending between the piston and the crankshaft assembly, said assembly comprising a shaft providing a crank extending radially from the axis of rotatio of the shaft, a first bearing surface formed adjacent the extremity of said crank and providing a first rotational axis parallel to the axis of the shaft, an eccentric piston rod support rotatably mounted on said first bearing surface so as to be rotatably supported thereby, said eccentric support providing a second bearing surface to rotatably support said piston rod, said second bearing surface providing a second rotational axis parallel to the axis of said shaft, but spaced radially from said first rotational axis, drive means coupling said crank and support to drive said support about said first rotational axis at half the rotational speed of said shaft, said drive means consisting of a first gear fixed to said crank and having its longitudinal axis coaxial with said first
  • Fig. 1 is a schematic part-sectioned perspective view of a portion of a crank shaft with a crank assembly extending therefrom attached to a piston rod of a four-stroke internal combustion engine;
  • Fig. 2 is a schematic end elevation of the crank assembly and piston rod of Fig. 1;
  • Fig. 3 is a schematic part-sectioned front elevation of the crank assembly and piston rod of Fig. 1;
  • Figs. 4 to 6 are schematic part-sectioned side elevations of alternative gear trains which may be employed with the crank assembly and piston rod of Fig. 1.
  • a crankshaft 10 of an internal combustion engine having at least one piston coupled to a piston rod 11, which piston rod 11 is attached to the shaft 10 by means of a crank assembly 12.
  • the crank assembly 12 comprises a crank 13 extending radially from the longitudinal axis of the shaft 10 and being provided at its outer end with a bearing surface 14.
  • the bearing surface 14 engages bearing cups 15 which in turn rotatably support an eccentric piston rod support 16.
  • the support 16 has a bearing surface 17 which rotatably supports the piston rod 11.
  • the crank assembly 12 is held together by means of a pair of bolts 18.
  • the bearing surface 14 provides a first rotational axis parallel to the rotational axis of the shaft 10, while the bearing surface 17 provides a second rotational axis, parallel to the rotational axis of the shaft 10 and the rotational axis of the bearing surface 14, however it is spaced radially from the rotational axis of the bearing surface 14.
  • first gear 19 which is meshingly engaged with a second gear 20 rotatably supported by the support 16.
  • the gear 20 is coupled to a further gear 21 by means of a shaft 22 so as to rotate therewith.
  • the gear 21 meshingly engages with a gear 23 fixed to the piston rod 11.
  • the gear ratios in respect of the gear train consisting of the gears 19, 20, 21 and 23 are arranged so that the support 16 has half the average rotational speed, about the axis of the bearing surface 14, of the shaft 10.
  • the above described preferred embodiment of the present invention is arranged with the valve timing such that the piston passes through its maximum stroke during the exhaust stroke of the engine.
  • This has the advantage that substantially all of the exhaust gases are expelled from the combustion chamber thereby greatly eliminating the need for long valve timing overlap. Still further, this would enable considerable reduction of, and possibly total elimination of, a combustion recess to be formed in the cylinder head of the engine.
  • the compression ratio of the engine is dependent on the size of the support 16.
  • the compression ratio may be decreased by using an eccentric support which has a higher eccentricity, or increased by using an eccentric support having a lower eccentricity.
  • the maximum piston displacement for a given eccentric support occurs when the rotational axes of the shaft 10, bearing surface 14, and bearing surface 17 are in a common plane, and the surface 17 being spaced radially outward from the surface 14 relative to the shaft 10.
  • the rotational axes of the surfaces 14 and 17 may have a phase difference of approximately 45$ and still be effective. Such a phase difference might be useful in making slight alterations to compression ratio and to diminish stress on the gear train consisting of the gears 19, 20, 21 and 23.
  • gears 19, 20 and 21 have external teeth, while gear 23 has an internal ring gear.
  • the gears 20 and 21 are located on opposite sides of the support 16 and are joined by shaft 22.
  • the gears are substantially the same as that of Fig. 4, however the gears 20 and 21 are located adjacent each other on the same side of the support 16 and are mounted on the shaft 22, which is a "stub axle".
  • the gear chain is substantially the same as that depicted in Fig. 5, however the gears 20 and 21, and the shaft 22 (stub axle) are located in a shaped recess 24 formed in the support 16.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

Ensemble d'éléments de vilebrequin destiné à un moteur à combustin interne à quatre temps et comprenant un vilebrequin (10) muni d'une manivelle (13) s'étendant dudit vilebrequin selon un axe radial et un support excentrique (16) destiné a monter une bielle (11) sur la manivelle (13), ledit support (16) étant entraîné par un train d'engrenage (19, 20, 21, 23) de manière à obtenir la moitié de la vitesse de rotation du vilebrequin (10), permettant ainsi à un piston fixé à la bielle (11) d'effectuer une course durant la phase d'échapppement supérieure à la course effectuée durant la phase de compression du moteur.Set of crankshaft elements intended for a four-stroke internal combustion engine and comprising a crankshaft (10) provided with a crank (13) extending from said crankshaft along a radial axis and an eccentric support (16) intended for mounting a connecting rod (11) on the crank (13), said support (16) being driven by a gear train (19, 20, 21, 23) so as to obtain half the rotational speed of the crankshaft (10) , thus allowing a piston fixed to the connecting rod (11) to perform a stroke during the exhaust phase greater than the stroke performed during the compression phase of the engine.

Description

"CRANKSHAFT CRANK" TECHNICAL FIELD The present invention relates to crankshafts for internal combustion engines and more particularly but not exclusively to crankshafts for four-stroke internal combustio engines.
BACKGROUND ART In conventional four-stroke internal combustion engines, the crankshaft crank bearings are journal bearings having bearing shells fitted to the connecting rod big end and running on a steel shaft. The piston is attached to the cran bearing by means of a piston rod with the distance between th piston and the crankshaft crank being fixed by the piston rod. Accordingly movement of the piston during the compression phase is egual to the movement of the piston during the exhaust phase.
It would be advantageous for the piston to have a greater stroke during the exhaust phase in order to more full clear the combusion chamber of exhaust gases. A device aimed at achieving this advantage is described in U.S. Patent No 3,686,972. However, the gear mechanism described therein is generally complex whereby adding.considerably to the cost of manufacture and detracting from the overall life and reliability of the engine. It is the object of the present invention to overcome o substantially ameliorate the above disadvantages.
DISCLOSURE OF INVENTION There is disclosed herein a crankshaft assembly for a four-stroke internal combustion engine having at least one piston and a piston rod extending between the piston and the crankshaft assembly, said assembly comprising a shaft providing a crank extending radially from the axis of rotatio of the shaft, a first bearing surface formed adjacent the extremity of said crank and providing a first rotational axis parallel to the axis of the shaft, an eccentric piston rod support rotatably mounted on said first bearing surface so as to be rotatably supported thereby, said eccentric support providing a second bearing surface to rotatably support said piston rod, said second bearing surface providing a second rotational axis parallel to the axis of said shaft, but spaced radially from said first rotational axis, drive means coupling said crank and support to drive said support about said first rotational axis at half the rotational speed of said shaft, said drive means consisting of a first gear fixed to said crank and having its longitudinal axis coaxial with said first axis of rotation, and a second gear fixed to said support so as to have its longitudinal axis coaxial with respect to said second rotational axis and meshingly engaged with said first gear, a third gear rotatably fixed" to said second gear so as to rotate therewith, and a fourth gear having its longitudinal axis coaxial with respect to said second rotational axis, fixed to said crank and meshingly engaged with said first gear The present invention as described above, differs from the device of US Patent 3,686,972 by having the gear train driven between the crank and the piston (connecting) rod. This greatly simplifies the device and therefore substantiall overcomes the above disadvantages. In US Patent 3 686 972, the eccentric support is driven by a gear train extending fro around the crank shaft.
BRIEF DESCRIPTION OF DRAWINGS Preferred forms of the present invention will now be described by way of example with reference to the accompanyin drawings, wherein:
Fig. 1 is a schematic part-sectioned perspective view of a portion of a crank shaft with a crank assembly extending therefrom attached to a piston rod of a four-stroke internal combustion engine; Fig. 2 is a schematic end elevation of the crank assembly and piston rod of Fig. 1;
Fig. 3 is a schematic part-sectioned front elevation of the crank assembly and piston rod of Fig. 1; and
Figs. 4 to 6 are schematic part-sectioned side elevations of alternative gear trains which may be employed with the crank assembly and piston rod of Fig. 1. MODES FOR CARRYING OUT THE INVENTION In Fig. 1 there is schematically depicted a crankshaft 10 of an internal combustion engine having at least one piston coupled to a piston rod 11, which piston rod 11 is attached to the shaft 10 by means of a crank assembly 12. The crank assembly 12 comprises a crank 13 extending radially from the longitudinal axis of the shaft 10 and being provided at its outer end with a bearing surface 14. The bearing surface 14 engages bearing cups 15 which in turn rotatably support an eccentric piston rod support 16. The support 16 has a bearing surface 17 which rotatably supports the piston rod 11. The crank assembly 12 is held together by means of a pair of bolts 18.
The bearing surface 14 provides a first rotational axis parallel to the rotational axis of the shaft 10, while the bearing surface 17 provides a second rotational axis, parallel to the rotational axis of the shaft 10 and the rotational axis of the bearing surface 14, however it is spaced radially from the rotational axis of the bearing surface 14.
Attached to the crank 13 is a first gear 19 which is meshingly engaged with a second gear 20 rotatably supported by the support 16. The gear 20 is coupled to a further gear 21 by means of a shaft 22 so as to rotate therewith. The gear 21 meshingly engages with a gear 23 fixed to the piston rod 11. The gear ratios in respect of the gear train consisting of the gears 19, 20, 21 and 23 are arranged so that the support 16 has half the average rotational speed, about the axis of the bearing surface 14, of the shaft 10.
The above described preferred embodiment of the present invention is arranged with the valve timing such that the piston passes through its maximum stroke during the exhaust stroke of the engine. This has the advantage that substantially all of the exhaust gases are expelled from the combustion chamber thereby greatly eliminating the need for long valve timing overlap. Still further, this would enable considerable reduction of, and possibly total elimination of, a combustion recess to be formed in the cylinder head of the engine. These advantages stem from the piston providing a greater swept volume during the exhaust stroke in comparison to the compression stroke.
In the above described preferred embodiment the compression ratio of the engine is dependent on the size of the support 16. The compression ratio may be decreased by using an eccentric support which has a higher eccentricity, or increased by using an eccentric support having a lower eccentricity. The maximum piston displacement for a given eccentric support occurs when the rotational axes of the shaft 10, bearing surface 14, and bearing surface 17 are in a common plane, and the surface 17 being spaced radially outward from the surface 14 relative to the shaft 10. However, in the above discussed preferred embodiment, the rotational axes of the surfaces 14 and 17 may have a phase difference of approximately 45$ and still be effective. Such a phase difference might be useful in making slight alterations to compression ratio and to diminish stress on the gear train consisting of the gears 19, 20, 21 and 23.
In Figs. 4 to 6 there is 'schematically depicted alternative gear trains to that employed in the embodiment of Figs. 1 to 3. In Figs. 4 to 6 like parts to those used in the embodiment of Figs. 1 to 3, have been given the same numeral.
In the embodiments of Figs. 1 to 3 and 4, gears 19, 20 and 21 have external teeth, while gear 23 has an internal ring gear. The gears 20 and 21 are located on opposite sides of the support 16 and are joined by shaft 22.
In Fig. 5, the gears are substantially the same as that of Fig. 4, however the gears 20 and 21 are located adjacent each other on the same side of the support 16 and are mounted on the shaft 22, which is a "stub axle".
In Fig. 6, the gear chain is substantially the same as that depicted in Fig. 5, however the gears 20 and 21, and the shaft 22 (stub axle) are located in a shaped recess 24 formed in the support 16.

Claims

CLAIMS 1. A crankshaft assembly for a four-stroke internal combustion engine having at least one piston and a piston rod extending between the piston and the crankshaft assembly, said assembly comprising a shaft providing a crank extending radially from the axis of rotation of the shaft, a first bearing surface formed adjacent the extremity of said crank and providing a first rotational axis parallel to the axis of the shaft, an eccentric piston rod support rotatably mounted on said first bearing surface so as to be rotatably supported thereby, said eccentric support providing a second bearing surface to rotatably support said piston rod, said second bearing surface providing a second rotational axis parallel to the axis of said shaft, but spaced radially from said first rotational axis, drive means coupling said crank and support to drive said support about said first rotational axis at an average speed of half the rotational speed of said shaft, said drive 'means consisting of a first gear fixed to said crank and having its longitudinal axis coaxial with said first axis of rotation, and a second gear fixed to said support so as to have its longitudinal axis parallel with respect to said second rotational axis and meshingly engaged with said first gear, a third gear rotatably fixed to said second gear so as to rotate therewith, and a fourth gear having its longitudinal axis coaxial with respect to said second rotational axis, fixed to said crank and meshingly engaged with said third gea .
2. The crankshaft assembly of claim 1 wherein said second and third gears are spaced longitudinally from each other so as to be located on opposite sides of said support, and said fourth gear is an internal ring gear.
3. The crankshaft assembly of claim 1 wherein said second and third gears are mounted adjacent each other on the same side of said support, and are mounted on a stub axel extending from said support, and said fourth gear is an internal ring gear.
4. The crank shaft assembly of claim 3 wherein said support is shaped so as to provide a recess within which said third gear is at least partly located.
5. The crank shaft of claim 1 wherein there is a phase difference of between 0 and 45° between the angular displacement of said second rotational axis about first rotational axis and the angular displacement of the crank about the rotational axis of said shaft.
6. A crankshaft assembly substantially as hereinbefore described with reference to the accompanying drawings.
7. A four-stroke internal combustion engine having a crankshaft assembly according to any one of claims 1 to 6.
EP19860903146 1985-05-24 1986-05-23 Crankshaft crank Withdrawn EP0222841A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU71685 1985-05-24
AU716/85 1985-05-24

Publications (1)

Publication Number Publication Date
EP0222841A1 true EP0222841A1 (en) 1987-05-27

Family

ID=3691421

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19860903146 Withdrawn EP0222841A1 (en) 1985-05-24 1986-05-23 Crankshaft crank

Country Status (2)

Country Link
EP (1) EP0222841A1 (en)
WO (1) WO1986007115A1 (en)

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FR2633331B1 (en) * 1988-06-23 1991-05-31 Gary Serge DEVICE FOR VARIING THE COMBUSTION CHAMBER OF A FOUR-TIME ENGINE
JPH0678783B2 (en) * 1989-03-08 1994-10-05 理 西山 Crank device
WO1991010051A1 (en) * 1989-12-12 1991-07-11 Serge Gary Device for varying the combustion chamber of a four-stroke engine
US5170757A (en) * 1991-12-24 1992-12-15 Damien Gamache Variable horsepower output gearing for piston engine
ES2065791B1 (en) * 1992-01-03 1997-01-16 Garcia Simon Navarro IMPROVEMENTS INTRODUCED IN THE ENERGY TRANSMISSION MEDIA IN EXPLOSION MOTORS.
GB2266753A (en) * 1992-05-08 1993-11-10 Trevor George Sanders Variable crank mechanism
US5555777A (en) * 1995-07-10 1996-09-17 Bell; John Crank apparatus for a crankshaft of a diesel engine
DE10051271B4 (en) * 2000-10-16 2015-07-16 Fev Gmbh In their compression ratio adjustable piston internal combustion engine with integrated Verstellaktuator
WO2002061248A2 (en) 2001-01-24 2002-08-08 Oezdamar Hasan Basri Motor with rotary connecting rod bolt
GB0426228D0 (en) * 2004-11-30 2004-12-29 Mason David J Improvements to reciprocating machines
WO2009100759A1 (en) * 2008-02-13 2009-08-20 Gomecsys B.V. A reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine
JP4602436B2 (en) * 2008-04-22 2010-12-22 泰之 田辺 Variable stroke type mirror cycle engine
JP2012533021A (en) 2009-07-15 2012-12-20 ヨハネス・ヤーコブス・ヨセフス・スレパー Reciprocating piston mechanism
EP2620614B1 (en) 2012-01-24 2016-11-09 Gomecsys B.V. A reciprocating piston mechanism
EP2873834A1 (en) 2013-11-13 2015-05-20 Gomecsys B.V. A method of assembling and an assembly of a crankshaft and a crank member
EP2930329B1 (en) 2014-04-08 2016-12-28 Gomecsys B.V. An internal combustion engine including variable compression ratio
NL1040935B1 (en) * 2014-09-02 2016-09-26 Jan Dijk Gerrit Eccentric filling disk for a variable piston stroke to four-stroke engines.
DE102014015173B4 (en) * 2014-10-15 2017-05-18 Meta Motoren- Und Energie-Technik Gmbh Connecting rod assembly, piston / cylinder unit and reciprocating internal combustion engine
WO2016110742A1 (en) * 2015-01-05 2016-07-14 Gomes Marco Valverde Command rod
EP3103986B1 (en) 2015-06-08 2018-01-31 Gomecsys B.V. A four-stroke internal combustion engine including variable compression ratio and a vehicle
FR3042816B1 (en) 2015-10-22 2017-12-08 Peugeot Citroen Automobiles Sa THERMAL MOTOR PROVIDED WITH A SYSTEM OF VARIATION OF THE COMPRESSION RATE
CN110259577B (en) * 2019-06-19 2021-06-11 南京龙普动力科技有限公司 Eccentric wheel type piston engine

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Also Published As

Publication number Publication date
WO1986007115A1 (en) 1986-12-04

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