EP1424483A1

EP1424483A1 - High-performance engine

Info

Publication number: EP1424483A1
Application number: EP03006560A
Authority: EP
Inventors: Siegfried Meyer
Original assignee: Individual
Current assignee: Individual
Priority date: 2003-03-24
Filing date: 2003-03-24
Publication date: 2004-06-02

Abstract

A high-performance engine is constructed to include a cylinder (11), a piston (12) adapted to reciprocate in the cylinder (11), a crank (16), and a link (15) coupled between the crank (16) and the piston (12), the link (15) having a first end fixedly provided with an eccentric axle bush (14) fastened pivotally with a pivot pin (13) at the piston (12) and a second end pivoted to the crank (16) such that the link (15) is at an eccentric position relative to the piston (12) and the pivot point between the link (15) and the crank (16) is at an offset location away from the axis (a) passing through the center of the piston (12) and the axis of rotation of the crank (16) when the piston (12) moved to the upper limit position.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention:

The present invention relates an engine and, more particularly, to a high-performance engine, which uses an eccentric axle bush to impart an upward pressure to the piston when the link coupled between the piston and the crank moved to a predetermined angle, so as to increase the compression ratio of the engine during the explosive stroke and to further enhance the output of the engine.

2. Description of the Related Art:

FIGS. 1 and 3 show the structure and operation of an engine according to the prior art. As illustrated, the engine comprises a cylinder 11', a piston 12' reciprocating in the cylinder 11', a crank 16', and a link 15', which has one end pivoted to the piston 12' by a pivot pin 13' and the other end pivoted to the crank 16'. The engine is ignited to explode when the piston moved to the upper limited position, i.e., the dead line position where the center of the piston and the center of the link and the center of the crank are vertically aligned in a line). At this time, the volume of the chamber of the cylinder is minimized, providing the best compression ratio. Therefore, this time is the best time for explosion. When passed over the dead line, the piston starts to move downwards, and the best compression ratio and the best explosion time cannot be maintained. The maximum output of the engine is when the crank moved from 0° toward 90° (the moving distance "c" of the piston). After this angle, the output of the engine is gradually reduced. The output power of the engine has a great concern with the variation of the volume of the cylinder chamber. When the volume of the cylinder chamber relatively increased, the explosion pressure is relatively reduced, resulting in a reduction of output power of the engine. On the contrary, when the volume of the cylinder chamber is relatively reduced during this stage and same explosion pressure is maintained, the fuel mixture can be completely burned to relatively increase the output power of the engine.
Further, in order to obtain the optimum compression ratio, the engine igniting time must be before the dead line. The engine provides no power output or a negative power before the dead line after the explosion. This drawback results in low engine performance, a waste of fuel energy, and a big amount of exhaust gas. Further, because the piston is reciprocated at a high speed when the combustion chamber of the engine is ignited to explode, fuel gas is not completely burned before a next cycle. This problem reduces the efficiency of the engine and, causes the engine to produce much waste gas.
Therefore, it is desirable to have a high-performance engine that eliminates the aforesaid drawbacks.

SUMMARY OF THE INVENTION

The present invention has been accomplished under the circumstances in view. It is the main object of the present invention to provide a high-performance engine, which enhances the output, saves fuel gas, and reduces the production of waste gas. According to the invention, the engine comprises a cylinder, a piston adapted to reciprocate in the cylinder, a crank, and a link coupled between the crank and the piston. The link has a first end fixedly provided with an eccentric axle bush fastened pivotally with a pivot pin at the piston, and a second end pivoted to the crank. When the piston moved to an upper limit position, the link is at an eccentric position relative to the piston, and the pivot point between the link and the crank is at an offset location away from the axis passing through the center of the piston and the axis of rotation of the crank. Therefore, the eccentric axle bush forces the piston upwards to reduce the volume of the cylinder chamber when the crank moved to a particular angle, for enabling the fuel mixture to be completely burned to increase the output power of the engine. Further, the link has a curved portion turning in one direction and terminating in the second end so that the direction of applied force of the link passes over the axis of rotation of the crank at one side of the axis passing through the center of the piston and the axis of rotation of the crank opposite to the longitudinal central axis of the crank.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a sectional view of an engine according to the prior art.
FIG. 2 is similar to FIG. 1 but showing the crank moved to 90°.
FIG. 3 is a sectional view of an engine according to the preferred embodiment of the present invention.
FIG. 4 is a side view of the engine shown in FIG. 3.
FIG. 5 is a sectional view of the present invention showing the action of the eccentric axle bush when the crank moved to 0°.
FIG. 6 is a sectional view of the present invention showing the action of the eccentric axle bush when the crank moved to 90°.
FIG. 7 is a sectional view of the present invention showing the action of the eccentric axle bush when the crank moved to 180°.
FIG. 8 is a sectional view of the present invention showing the action of the eccentric axle bush when the crank moved to 270°.
FIG. 9 is a sectional view showing the action of the engine when the crank moved to 0° according to the present invention.
FIG. 10 is a sectional view showing the action of the engine when the crank moved to 0° according to the prior art.
FIG. 11 is a sectional view showing the action of the engine when the crank moved to 90° according to the present invention.
FIG. 12 is a sectional view showing the action of the engine when the crank moved to 90° according to the prior art.
FIG. 13 is a sectional view showing the action of the engine when the crank moved to 180° according to the present invention.
FIG. 14 is a sectional view showing the action of the engine when the crank moved to 180° according to the prior art.
FIG. 15 is a sectional view showing the action of the engine when the crank moved to 270° according to the present invention.
FIG. 16 is a sectional view showing the action of the engine when the crank moved to 270° according to the prior art.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIGS. 3 and 4, a high-performance engine in accordance with the' present invention is shown comprising a cylinder 11 defining a cylinder chamber 111, a piston 12 axially movably mounted in the cylinder chamber 111, a crank 16, and a link 15 coupled between the piston 12 and the crank 16. An eccentric axle bush 14 is fixedly fastened to one end of the link 15, having an eccentric coupling hole 141 coupled to a pivot pin 13 at the piston 12. When the piston 12 moved to the upper limit position, the link 15 is at an eccentric position relative to the piston 12. The link 15 is pivoted to one end of the crank 16 at an offset location away from the axis "a" passing through the center of the piston 12 and the axis of rotation of the crank 16. Therefore, the longitudinal central axis of the crank 16 is spaced from the axis "a" at one side. Due to the effect of the coupling between the eccentric coupling hole 141 of the eccentric axle bush 14 and the pivot pin 13 at the piston 12, the link 15 forces the piston 12 upwards to reduce the cylinder chamber 111 when moved to a predetermined angle, and to further buffer downward displacement of the piston 12 for a complete combustion of fuel gas, maintaining the engine pressure after explosion stroke and, enhancing the output power of the engine. Further, the link 15 has a curved portion 152 turning in one direction near the crank 16 so that the direction "b" of applied force of the link 15 passes over the axis of rotation 161 of the crank 16 at one side of the axis "a" opposite to the longitudinal central axis of the crank 16.
FIGS. 5∼8 show four actions in one cycle of the high-performance engine. When the crank 16 moved to the zero angle position as shown in FIG. 5, the piston 12 is moved to the upper limit position, the link 15 and the piston 12 are kept in an eccentric status, the connection area between the link 15 and the crank 16 is maintained at one side of the axis "a" passing through the center of the piston 12 and the axis of rotation of the crank 16. When the crank 16 gradually rotating toward 90° angle as shown in FIG. 6, the eccentric axle bush 14 is rotated downwards with the link 15, keeping the relatively thicker part suspended below the pivot pin 13 and the relatively thinner part supported above the pivot pin 13. Because the piston 12 is coupled to the eccentric axle bush 14 by the pivot pin 13 and constrained to vertical movement in the cylinder chamber 111, the pivot pin 13 is forced upwards by the link 13 at this time, and the piston 12 is moved upwards with the pivot pin 13 through a distance. Therefore, the downward moving time of the piston 12 is relatively reduced. This action is produced during the explosion stroke when the crank moved to a position within 0°∼90°. During this stage, the engine output power reaches the maximum status. Because the volume of the cylinder chamber 111 is minimized when the engine output power reaches the maximum status, the moving time of the piston 12 is relatively reduced during this stage, enabling fuel gas 2 to be completely burned. When the crank 16 moved over 90°, the link 15 is reversed toward its former angle, and at the same time the eccentric axle bush 14 is reversed (the relatively thicker part moved toward the top side and the relatively thinner part moved toward the bottom side), and the aforesaid upward displacement is gradually reduced, and one complete cycle is finished when the upward displacement disappeared.
FIGS. 9∼16 show a comparison between the invention and the prior art design. With reference to FIGS. 9 and 10, when fuel gas 2 mixed with air and injected into the cylinder chamber 111, the fuel mixture is compressed by the piston 12, and then ignited when the piston 12 moved to the upper limit position, at this time a force is produced and applied in the direction "b" to rotate the crank 16, thereby causing the link 15 to move rightwards, and the eccentric axle bush 14 to rotate counter-clockwise. At this time, the downward moving distance of the link 15 is relatively reduced by the upward displacement of the eccentric axle bush 14, and therefore the downward moving time of the piston 12 is relatively reduced. With reference to FIGS. 11 and 12 show the displacement of the piston when the crank moved from 0° to 90°. As illustrated, the displacement "d" of the piston 12 of the present invention is smaller than the displacement "e" of the piston 12' of the prior art design, i.e., the volume of the cylinder chamber 111 of the present invention becomes relatively smaller to relatively increase the internal air pressure and the output power. The area from 0° to 90° is the actual working stage. During this working stage, the output power of the invention is apparently superior to the prior art design. FIGS. 13∼16 show the status during the exhaust (or compression) stroke. The upstroke of the piston 12 of the present invention is relatively postponed. This postponing action has an advantage. As shown in FIG. 15, when the crank 16 moved to 270°, the other cylinder is at the 0° position of explosion stroke. At this time, the push force of the other cylinder reaches the maximum status, however the arm of force is at the shortest status, i.e., the piston 12 reaches the upper limited position when the other cylinder moved to 90° position to provide the maximum output. Therefore, the engine moves smoothly and efficiently.
Although a particular embodiment of the invention has been described in detail for purposes of illustration, various modifications and enhancements may be made without departing from the spirit and scope of the invention. Accordingly, the invention is not to be limited except as by the appended claims.

Claims

A high-performance engine comprising a cylinder, said cylinder defining a cylinder chamber, a piston adapted to reciprocate in the cylinder chamber of said cylinder, said piston being provided with a pivot pin, a crank, and a link, said link having a first end pivoted to the pivot pin of said piston and a second end pivoted to one end of said crank, wherein said link comprises an eccentric axle bush fixedly provided at the first end, said eccentric axle bush having an eccentric coupling hole coupled to said pivot pin of said piston, such that said link is at an eccentric position relative to said piston and the pivot point between said link and said crank is at an offset location away from the axis passing through the center of said piston and the axis of rotation of said crank when said piston moved to an upper limit position.
The high-performance engine as claimed in claim 1, wherein said link has a curved portion turning in one direction and terminating in said second end so that the direction of applied force of said link passes over the axis of rotation of said crank at one side of the axis passing through the center of said piston and the axis of rotation of said crank opposite to the longitudinal central axis of said crank.