EP1424484A1 - Hochleistungsbrennkraftmaschinenstruktur - Google Patents

Hochleistungsbrennkraftmaschinenstruktur Download PDF

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Publication number
EP1424484A1
EP1424484A1 EP03006561A EP03006561A EP1424484A1 EP 1424484 A1 EP1424484 A1 EP 1424484A1 EP 03006561 A EP03006561 A EP 03006561A EP 03006561 A EP03006561 A EP 03006561A EP 1424484 A1 EP1424484 A1 EP 1424484A1
Authority
EP
European Patent Office
Prior art keywords
piston
crank
link
eccentric
pivot pin
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Withdrawn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
EP03006561A
Other languages
English (en)
French (fr)
Inventor
Siegfried Meyer
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 EP03006561A priority Critical patent/EP1424484A1/de
Publication of EP1424484A1 publication Critical patent/EP1424484A1/de
Withdrawn legal-status Critical Current

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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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke

Definitions

  • 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.
  • FIGS. 1 and 3 show the structure and operation of an engine according to the prior art.
  • 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).
  • the volume of the chamber of the cylinder is minimized, providing the best compression ratio. Therefore, this time is the best time for explosion.
  • the piston 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.
  • the volume of the cylinder chamber relatively increased, the explosion pressure is relatively reduced, resulting in a reduction of output power of the engine.
  • the fuel mixture can be completely burned to relatively increase the output power of the engine.
  • 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.
  • 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.
  • 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.
  • the link When the piston moved to an upper limit position, the link is at an eccentric position relative to the piston.
  • the link is pivoted to one end of the crank at an offset location away from the axis passing through the center of the piston and the axis of rotation of the crank.
  • 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.
  • 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.
  • a high-performance engine in accordance with the present invention comprising a cylinder 11 , a piston 12 adapted to reciprocate in the cylinder 11 , a crank 16 , and a link 15 coupled between the piston 12 and the crank 16.
  • the link 15 has one end fixedly mounted with an eccentric axle bush 14 , which has an eccentric coupling hole 141 coupled to a pivot pin 13 at the piston 12 , and the other end fixedly mounted with a crank connector 151 , which is coupled to the crank arm 161 of the crank 16 .
  • the link 15 When the piston 12 moved to the upper limit position, the link 15 is at an eccentric position relative to the piston 12 .
  • the crank 16 moved to 0°, the line of action of force "c" of the link 15 extends over the center “d" of the crank 16 to act against the crank 16 , preventing the dead line problem of the conventional design.
  • the link 15 has a curved portion 152 turning in one direction and terminating in the crank connector 151 such that the line of action of force "c" of the link 15 passes over the periphery of the crank arm 161 of the crank 16 , i.e., the arm of force "e” of the link 15 acting against the crank 16 is relatively extended and the torque of the crank 16 is relatively enhanced, and the down stroke of the piston 12 is relatively shortened without reducing the cylinder pressure after explosion, for enabling fuel mixture to be completely burned to enhance the output of the engine.
  • crank connector 151 of the crank 15 is pivoted to the crank arm 161 of the crank 16 at a location spaced from the axis "a" passing through the center of the piston 12 and the axis of rotation of the crank 16 at one side so that the down stroke of the piston 12 can be shortened.
  • FIGS. 7 ⁇ 16 show a comparison between the invention and the prior art design in which A' ⁇ I' show the actions of the prior art design; A ⁇ I show the actions of the present invention.
  • FIG. 7 when the crank 16 moved to 0°, engine is ignited to start the explosion stroke, at this time the output force reaches the maximum status. At this time, the torque of the prior art design is on the dead line and zeroed; the arm of force " e " of the crank 16 according to the present invention is great, providing a big output torque.
  • FIGS. 8 and 9 show the crank 16 moved to 15° and 30° respectively. As shown in FIGS. 8 and 9, the piston of the prior art design rapidly lowered, and the thrust force is gradually reduced.
  • the downward displacement of the piston 12 according to the present invention is not significant, but the arm of force "e" of the crank 16 is gradually increased.
  • the crank 16 moved to 45° as shown in FIG. 10 the arm of force "e” of the crank is at the maximum status.
  • the downward displacement of the piston 12 is about one half of the prior art design. Therefore, the invention provides much greater thrust force than the prior art design, and enables fuel mixture to be completely burned.
  • the thrust force of the prior art design is going to be zeroed, however the invention still keeps working.
  • the thrust force of the crank 16 according to the present invention is zeroed only when moved to 180° as shown in FIG. 14.
  • the arm of force "e” of the crank 16 When passed over 180°, the arm of force "e” of the crank 16 is gradually reduced to zero. As indicated in the drawings, the arm of force “e” of the crank 16 is much greater than the prior art design, and therefore the invention provides a relatively greater output torque.
  • the piston 16 of the present invention is lowered at a relatively slow speed during working, for enabling fuel mixture to be burned completely and the output thrust to be concentrated when the arm of force "e" of the crank reached the maximum status.
  • FIGS. 16 and 17 show an alternate form of the present invention.
  • the eccentric axle bush 14 is formed of two eccentric halves 142 and 143 .
  • FIGS. 18 and 19 show another alternate form of the present invention.
  • the pivot pin 130 has a middle part forming a cam 131
  • the link 15 has one end fixedly mounted with a friction ring 150 and coupled to the cam of the pivot pin 130 .
  • FIGS. 20 and 21 show still another alternate form of the present invention.
  • the eccentric axle bush provided at the link 15 for coupling to the pivot pin 13 at the piston 12 is an eccentric axle bearing 18 .
  • the eccentric axle bearing 18 is comprised of an outer race 181 , an inner race 182 , and balls (or needle rollers) 183 supported in between the outer race 181 and the inner race 182 .
  • the inner race 182 defines an axially extended eccentric hole 1821 coupled to the pivot pin 13 at the piston 12 .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)
EP03006561A 2003-03-24 2003-03-24 Hochleistungsbrennkraftmaschinenstruktur Withdrawn EP1424484A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP03006561A EP1424484A1 (de) 2003-03-24 2003-03-24 Hochleistungsbrennkraftmaschinenstruktur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03006561A EP1424484A1 (de) 2003-03-24 2003-03-24 Hochleistungsbrennkraftmaschinenstruktur

Publications (1)

Publication Number Publication Date
EP1424484A1 true EP1424484A1 (de) 2004-06-02

Family

ID=32241402

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03006561A Withdrawn EP1424484A1 (de) 2003-03-24 2003-03-24 Hochleistungsbrennkraftmaschinenstruktur

Country Status (1)

Country Link
EP (1) EP1424484A1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010081456A1 (de) 2009-01-13 2010-07-22 Siegfried Meyer Stiftung Vorrichtung zum verbinden eines kolbenelementes mit einer kurbelwelle einer kolbenmaschine
DE202015006345U1 (de) 2015-09-08 2015-11-09 Yakiv Cherkasky Pleuel
DE102015011724A1 (de) 2015-09-08 2016-07-07 Yakiv Cherkasky Pleuel

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB412781A (en) * 1933-07-26 1934-07-05 Leo Vitalba Improvements relating to means for varying the compression ratio of internal combustion engines
US2151853A (en) * 1937-03-22 1939-03-28 Jonville Charley Internal combustion engine
FR95240E (fr) * 1968-01-23 1970-08-07 Lapeyssonnie Leon Procédé pour faire varier le rapport de compression d'un moteur thermique et moteur thermique construit selon ce procédé.
DE3444233A1 (de) * 1984-12-05 1986-06-05 Christian 4000 Düsseldorf Hülsmeyer Kurbelwelle fuer brennkraftmaschinen
EP1164272A1 (de) * 2000-06-15 2001-12-19 Siegfried Meyer Brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB412781A (en) * 1933-07-26 1934-07-05 Leo Vitalba Improvements relating to means for varying the compression ratio of internal combustion engines
US2151853A (en) * 1937-03-22 1939-03-28 Jonville Charley Internal combustion engine
FR95240E (fr) * 1968-01-23 1970-08-07 Lapeyssonnie Leon Procédé pour faire varier le rapport de compression d'un moteur thermique et moteur thermique construit selon ce procédé.
DE3444233A1 (de) * 1984-12-05 1986-06-05 Christian 4000 Düsseldorf Hülsmeyer Kurbelwelle fuer brennkraftmaschinen
EP1164272A1 (de) * 2000-06-15 2001-12-19 Siegfried Meyer Brennkraftmaschine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010081456A1 (de) 2009-01-13 2010-07-22 Siegfried Meyer Stiftung Vorrichtung zum verbinden eines kolbenelementes mit einer kurbelwelle einer kolbenmaschine
DE102009004434B3 (de) * 2009-01-13 2010-10-21 Siegfried Meyer Stiftung Vorrichtung zum Verbinden eines Kolbenelementes mit einer Kurbelwelle einer Kolbenmaschine
DE202015006345U1 (de) 2015-09-08 2015-11-09 Yakiv Cherkasky Pleuel
DE102015011724A1 (de) 2015-09-08 2016-07-07 Yakiv Cherkasky Pleuel

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