EP0284430A2 - Moteur à combustion interne alternatif - Google Patents

Moteur à combustion interne alternatif Download PDF

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Publication number
EP0284430A2
EP0284430A2 EP88302702A EP88302702A EP0284430A2 EP 0284430 A2 EP0284430 A2 EP 0284430A2 EP 88302702 A EP88302702 A EP 88302702A EP 88302702 A EP88302702 A EP 88302702A EP 0284430 A2 EP0284430 A2 EP 0284430A2
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EP
European Patent Office
Prior art keywords
engine
piston
cylinder
internal combustion
crankshaft
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Withdrawn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
EP88302702A
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German (de)
English (en)
Other versions
EP0284430A3 (fr
Inventor
Bertin R. Chabot, Jr.
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0284430A2 publication Critical patent/EP0284430A2/fr
Publication of EP0284430A3 publication Critical patent/EP0284430A3/fr
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    • 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
    • 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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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)

Definitions

  • the present invention relates to a reciprocal internal combustion engine which incorporates an altered block design and, in particular, an offset between the piston cylinder centre line and the crankshaft axis. This altered geometrical relationship provides increased power and torque and decreased vibration. While the description here is keyed to automobile- and truck-type motor vehicle engines, the applicability of the invention is unrestricted as to the number of cylinders and the engine configuration (in-line, V, horizontal opposed, etc.). In addition, the invention is applicable in general to reciprocating internal combustion engines used in all types of transport vehicles, marine engines, heavy equipment, power plants, compressors, fluid pumps, recreational vehicles, yard maintenance equipment (chain saws, lawn mowers, etc.), aircraft, hobby craft and essentially all other applications where reciprocating internal combustion engines are used.
  • the invention provides an internal combustion engine having at least one cylinder and associated piston operably connected by way of a connecting rod to a rotatable crankshaft for rotating the crankshaft, wherein the axis of the cylinder is offset from the rotational axis of the crankshaft at least about 2° in the direction of rotation.
  • the total piston timing change is within the range 2° to 60°. In a working prototype engine, the total piston timing change was 15° and the associated cylinder centre line offset was about 7.5°.
  • FIG. 1 there is shown a simplified schematic representation of a prior art engine 10 comprising, in pertinent part, piston 11, cylinder wall 12 of the block, crankshaft 13, and piston connecting rod 14. As shown, the longitudinal axis or centre line 16 of the cylinder wall 12 and the piston 11 intersects longitudinal axis of rotation 17 of the crankshaft.
  • volumetric efficiency can be increased either by increasing the rate of air/fuel flow to the cylinder or by lowering flow demand.
  • the increased connecting rod length provides lower piston speeds for a given rpm.
  • the fuel/air flow demand typically measured in cfm, cubic feet per minute
  • the time available for induction is longer.
  • the lower piston speed lowers the air flow demand.
  • the angle between the connecting rod and the cylinder axis is decreased when the length of the connecting rod is increased, thereby resulting in a smaller component of force being applied against the cylinder wall. As a consequence, cylinder wall friction and loading are decreased.
  • FIG. 2 there is shown a simplified schematic of an internal combustion engine 20, which incorporates altered piston timing (APT).
  • the engine 20 comprises a piston 21, cylinder wall 22, crankshaft 23, and piston connecting rod 24.
  • the axis or center line 26 of the cylinder wall 22 and piston 21 of the APT engine 20 is offset relative to the longitudinal axis 27 of the crankshaft.
  • the offset is in the direction of rotation. That is, for the illustrated APT engine 20, which rotates in a clockwise (cw) direction, the offset is also clockwise, to the right.
  • the cylinder center line offset distance is denoted "d”
  • the associated cylinder center line angular offset is denoted " ⁇ ".
  • the total altered piston timing ⁇ associated with the cylinder center line offset ( ⁇ ,d) is shown in FIG. 6, which is a graphical method for measuring ⁇ .
  • the total piston timing angle change ⁇ is the sum of the angular offset ⁇ 1 from conventional TDC and the angular offset ⁇ 2 from conventional BDC.
  • the offsets ⁇ 1 and ⁇ 2 are determined by the respective intersections 31 and 32 with the crankshaft/connecting rod's path of rotation 13 or 23 of lines 33 and 34 drawn through the center of rotation 35 of the crankshaft.
  • FIG. 3 there is shown a schematic, diagrammatic representation of piston travel, piston orientation and crankshaft orientation for both the conventional internal combustion engine 10 of FIG. 1 and the APT engine 20.
  • each gradation along the cylinder center line axes 16 or 26 represents the piston travel for 5° of rotation of crankshaft 13 or 23.
  • the unique features of the APT engine 20 associated with the APT configuration which is depicted in FIG. 3 include the relatively small angle between the connecting rod and cylinder axis during the power and intake strokes, and the higher than normal piston speed after ignition, as well as the overall lower piston speed during the induction and expansion cyles.
  • the induction and expansion cycles are longer than the exhaust and compression cycles (see also FIG. 4). These factors provide a unique combination of improved performance characteristics. That is, the altered piston timing combines the previously mutually-exclusive advantages of both the longer connecting rod designs (increased volumetric efficiency by virtue of the lower piston speed, and decreased cylinder wall friction and loading) and the shorter connecting rod designs (earlier torque). Additionally, the APT engine 20 provides very low vibration and inherently knock-free operation.
  • piston acceleration decreases and, in fact, depending upon the extent of the offset, piston speed may stabilize, thereby lowering the air flow demand and increasing volumetric efficiency.
  • piston speed also allows the pressure build to apply force on the piston without the piston acceleration outrunning the pressure build.
  • the smaller connecting rod angles result in lower cylinder wall loading and frictional heat loss, and also provide a corresponding increase in the power transfer to the crankshaft to drive the engine.
  • Vibration control has been an unexpected benefit of the altered piston timing.
  • the four-cylinder in-line internal combustion engines which are now widely used for automobile and light trucks typically suffer from torque intermittency and harmonics and, thus, excessive vibration.
  • various approaches such as five cylinders and extensive external shaft counter-balancing have been used to control vibration.
  • the cylinder offset increases the induction and expansion cycles to more than 180° and decreases the compression and exhaust cycles to less than 180°.
  • the induction and power cycles are expanded to cover approximately 194° whereas the compression and exhaust cycles are decreased to about 166°.
  • Table 1 and FIG. 4 also list the Ford Motor Company factory peak or maximum ratings for this engine: 120 foot pounds of torque at 3,000 rpm and 89 horsepower at 4,800 rpm.
  • the APT engine 20 provided 134 foot pounds of torque at 3,000 rpm, an increase of 14 foot pounds or about 11.7 percent relative to the peak factory torque rating.
  • the measured torque exceeded the stock peak or maximum torque rating over an extended range, down to at least about 2,500 rpm.
  • the measured APT horsepower at 4,800 rpm was 98.4, an increase of 9.4 or about 10.6 percent over the factory peak rating.
  • the horsepower of the APT engine exceeded the factory maximum horsepower rating over an extended range, down to at least about 3,700 rpm.
  • factory ratings are typically high by as much as 10 percent. Even assuming precisely accurate factory ratings, the 10.6 percent horsepower increase and 11.7 percent torque increase and the extension of the torque and peak horsepower ranges evidence a quite significant improvement. Furthermore, the factory ratings are obtained using optimum factory ignition timing, etc., and the above APT data were also taken using stock factory timing, which is not optimum for the APT enigine.
  • the premature detonation/knock characteristics of the APT engine 20 were investigated by warming the engine to about 220°F, running the engine on low octane gas (87 octane rating), and loading down the engine to about 1,500 to 2,000 rpm and below, as measured on the dynamometer. Using this approach, detonation (evidenced by barely audible "pings") was initiated at approximately 60° of ignition timing, which is about 30° greater than is normally used. Based upon this result and additional experience in driving a car fitted with this experimental prototype APT engine 20, it is concluded the APT design suppresses detonation to the extent that it is very difficult to deliberately obtain detonation/knocking.
  • the prototype engine has demonstrated all of the advantages listed above.
  • fuel consumption may be decreased.
  • the offset of 7.5° may not be optimum.
  • the optimum offset for a particular engine will be readily determined by those of usual skill in the art. It is anticipated that the benefits of altered piston timing will apply to a lesser or greater extent over a range up to about 60° of maximum piston timing change and for piston timing alterations as small as 2° to 3° or less. That is, the presently contemplated maximum range for useful piston timing alteration is about 2° to 60°, and will be determined by rod length, stroke length, block design, cylinder head design and other related parameters.
  • the altered piston timing design for reciprocating internal combustion engines provides earlier effective torque during the power stroke, inherent suppression of premature detonation or knocking, increased volumetric and mechanical efficiency, lower thrust loading on the cylinder walls, and decreased vibration.
EP88302702A 1987-03-26 1988-03-25 Moteur à combustion interne alternatif Withdrawn EP0284430A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US3147587A 1987-03-26 1987-03-26
US31475 1987-03-26

Publications (2)

Publication Number Publication Date
EP0284430A2 true EP0284430A2 (fr) 1988-09-28
EP0284430A3 EP0284430A3 (fr) 1989-07-19

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP88302702A Withdrawn EP0284430A3 (fr) 1987-03-26 1988-03-25 Moteur à combustion interne alternatif

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EP (1) EP0284430A3 (fr)
JP (1) JPH01110801A (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0478656A1 (fr) * 1989-06-20 1992-04-08 Alvar Gustavsson Agencement relatif a un moteur a combustion interne.
FR2710948A1 (fr) * 1993-10-05 1995-04-14 Parciulea Gheorghe Moteur à combustion interne à cylindre déplacé postérieurement.
WO1995030826A1 (fr) * 1994-05-06 1995-11-16 Sang Yeon Cho Dispositif augmentant la puissance des moteurs alternatifs
WO2001049974A1 (fr) * 1999-12-30 2001-07-12 Nystroem Rune Dispositif de conversion d'un mouvement lineaire en mouvement rotatif
WO2008135050A1 (fr) * 2007-05-08 2008-11-13 Bata Holding Aps Moteur à combustion interne à rendement élevé
US10041563B2 (en) 2016-03-23 2018-08-07 Yamaha Hatsudoki Kabushiki Kaisha In-line four cylinder engine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1133618A (en) * 1965-06-24 1968-11-13 Henry John Martin Clark Improvements relating to internal combustion engines
DE2855667A1 (de) * 1978-12-22 1980-07-03 Volkswagenwerk Ag Mehrzylindermaschine, insbesondere brennkraftmaschine fuer ein fahrzeug

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1133618A (en) * 1965-06-24 1968-11-13 Henry John Martin Clark Improvements relating to internal combustion engines
DE2855667A1 (de) * 1978-12-22 1980-07-03 Volkswagenwerk Ag Mehrzylindermaschine, insbesondere brennkraftmaschine fuer ein fahrzeug

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0478656A1 (fr) * 1989-06-20 1992-04-08 Alvar Gustavsson Agencement relatif a un moteur a combustion interne.
EP0478656B1 (fr) * 1989-06-20 1995-09-13 Alvar Engine AB Moteur a combustion interne
FR2710948A1 (fr) * 1993-10-05 1995-04-14 Parciulea Gheorghe Moteur à combustion interne à cylindre déplacé postérieurement.
WO1995030826A1 (fr) * 1994-05-06 1995-11-16 Sang Yeon Cho Dispositif augmentant la puissance des moteurs alternatifs
WO2001049974A1 (fr) * 1999-12-30 2001-07-12 Nystroem Rune Dispositif de conversion d'un mouvement lineaire en mouvement rotatif
US6851401B2 (en) 1999-12-30 2005-02-08 Nystroem Rune Device for converting a linear movement into a rotary movement
WO2008135050A1 (fr) * 2007-05-08 2008-11-13 Bata Holding Aps Moteur à combustion interne à rendement élevé
US10041563B2 (en) 2016-03-23 2018-08-07 Yamaha Hatsudoki Kabushiki Kaisha In-line four cylinder engine
EP3225878B1 (fr) * 2016-03-23 2019-06-05 Yamaha Hatsudoki Kabushiki Kaisha Moteur avec quatre cylindres en ligne

Also Published As

Publication number Publication date
EP0284430A3 (fr) 1989-07-19
JPH01110801A (ja) 1989-04-27

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