EP1424485A1 - Struktur einer Hochleistungsbrennkraftmaschine - Google Patents

Struktur einer Hochleistungsbrennkraftmaschine Download PDF

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Publication number
EP1424485A1
EP1424485A1 EP03006562A EP03006562A EP1424485A1 EP 1424485 A1 EP1424485 A1 EP 1424485A1 EP 03006562 A EP03006562 A EP 03006562A EP 03006562 A EP03006562 A EP 03006562A EP 1424485 A1 EP1424485 A1 EP 1424485A1
Authority
EP
European Patent Office
Prior art keywords
crank
link
arm
piston
output engine
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Withdrawn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
EP03006562A
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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 EP03006562A priority Critical patent/EP1424485A1/de
Publication of EP1424485A1 publication Critical patent/EP1424485A1/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Withdrawn legal-status Critical Current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
    • 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
    • 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 an engine and, more particularly, to a high-output engine, which has the crank arm of the crank made eccentric so as to impart an upward pressure to the piston when the link coupled between the piston and the crank moved to a predetermined angle, achieving an enhanced 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 15 ', and a link 14 ', which has one end pivoted to the piston 12 ' by a pivot pin 13' and the other end provided with a connector 141' pivoted to the crank 14' .
  • the link is a straight rod member coupled between the piston and the crank.
  • the maximum torque of the link is equal to the radius of the arm of rotation of the crank arm 151 ' (when the crank arm at 45°).
  • the thrust force reaches the maximum when the engine ignited to explode. However, the torque is reduced to the minimum statue at this time. When the piston lowered, the thrust force is gradually reduced, and the torque is relatively increased. Due to the aforesaid problem, the performance of the aforesaid engine cannot be effectively improved.
  • 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 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 " e " 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 111' .
  • 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-output 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, the piston being provided with a pivot pin, a crank having a crank arm and a crank shaft, and a link, the link having a first end pivoted to the pivot pin of the piston and a second end pivoted to the crank arm of the crank, the crank arm being an eccentric arm coupled to the second end of the link such that the center of the second end of the link is at an eccentric status relative to the piston and spaced from one side of the center line passing through the center of the piston and the axis of rotation of the crank when the piston moved to the upper limit position.
  • the link When the piston moved to the upper limit position, the link is at an eccentric position relative to the piston, and the connection area between the link and the crank is moved to a position away from the axis passing through the center of the piston and the axis of rotation of the crank. Therefore, the eccentric crank arm of the crank forces the piston upwards to reduce the volume of the cylinder chamber when the crank moved to a particular angle, 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-output engine 1 in accordance with the present invention comprising a cylinder 11 , a piston 12 adapted to reciprocate in the cylinder 11 , a crank 15 , and a link 14 coupled between the piston 12 and the crank 15 .
  • the link 14 has a first end pivoted to the piston 12 by a pivot pin 13 , and a second end fixedly mounted with a crank arm connector 141 , which is coupled to the crank arm 151 of the crank 15 .
  • the crank arm 151 of the crank 15 has an arm shaft 1511 and an eccentric portion 1512 at the arm shaft 1511 .
  • the eccentric portion 1512 is coupled to the crank arm connector 141 at the link 14 in such a manner that when the piston 12 moved to the upper limit position, the center of the second end remote from the pivot pin 13 is disposed in an eccentric status relative to the piston 12 and spaced from one side of the center line " a " passing through the center of the piston 12 and the axis of rotation of the crank 15 .
  • the line of action of force " b “ of the link 14 extends over the center " c “ of the crank 15 to act against the arm of force " d “ of the crank 15, preventing the dead line problem of the conventional design and, relatively prolonging the length of the arm of force "d” of the crank 15 .
  • the eccentric portion 1512 forces the piston 12 upwards during rotary motion of the crank arm 151 (i.e., the eccentric portion 1512 buffers downward stroke of the piston 12 ), therefore the down stroke of the piston 12 is relatively shortened to relatively reduce the compressive chamber 111 in the cylinder 11 without reducing the cylinder pressure after explosion, enabling fuel mixture to be completely burned to enhance the output of the engine.
  • the eccentric portion 1512 of the crank arm 151 is preferably integrated with the arm shaft 1511 to achieve the best effect in pushing the piston 12 upwards.
  • the eccentric portion 1512 may be coupled to the arm shaft 1511 of the crank arm 151 by a slip joint, however this arrangement provides an amount of compensation less than the design of having the eccentric portion 1512 integrated with the arm shaft 1511 .
  • the link 14 has a curved portion 142 turning in one direction and terminating in the crank arm connector 141 such that the line of action of force of the link 14 is biased toward one side of the crank shaft 152 opposite to the connecting area between the crank arm 151 and the crank arm connector 141 . This design eliminates the output loss resulted from the dead line problem seen in the prior art design.
  • FIGS. 4 ⁇ 7 show the operation of the present invention.
  • the crank arm 151 turned to 0°
  • the eccentric portion 1512 is at the left side (see FIG. 4).
  • the compensation of the eccentric portion 1512 prolongs the distance between the piston 12 and the crank 14 , thereby causing the down stroke time of the piston 12 to be delayed.
  • FIGS. 8 ⁇ 11 show a comparison between the invention and the prior art design in which A' ⁇ E' show the actions of the prior art design; A ⁇ E show the actions of the present invention.
  • FIG. 8 when the crank 15 moved to 0°, the engine 1 is ignited to start the explosion stroke, at this time the output force reaches the maximum status, and the torque of the prior art design is on the dead line and zeroed; the arm of force " d " of the crank 15 according to the present invention is great, providing a relatively greater output torque.
  • FIG. 9 shows the crank 15 moved to 45°.
  • the piston of the prior art design moving downwards at a high speed and the push force is gradually reducing
  • the arm of force "d" of the crank 15 of the present invention is at the maximum status
  • the downward displacement of the piston 12 of the present invention is about one half of the prior art design. Therefore, the invention provides much greater thrust force than the prior art design, enabling fuel mixture to be completely burned.
  • the thrust force of the prior art design is going to be ended, however the invention still works effectively.
  • the arm of force "d" of the crank 15 of the present invention is reduced to zero.
  • the arm of force " d " of the crank 15 of the present invention is much greater than the prior art design, and therefore the invention provides a relatively greater output torque.
  • the piston 12 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 " d " of the crank 15 reached the maximum status.
  • FIGS. 13 and 13 show one embodiment of the crank arm.
  • the crank arm 151 of the crank 15 is an eccentric arm having an eccentric portion 1512 in the arm shaft 1511 .
  • the link 14 is in an eccentric status.
  • FIG. 14 shows an alternate form of the crank arm.
  • the crank arm 151 of the crank 15 is comprised of a straight arm shaft 1511 and an eccentric portion 1512 , which is an eccentric axle bush formed of two symmetrical halves 1512 ' and arranged around the straight arm shaft 1511 .
  • FIG. 15 shows another alternate form of the crank arm.
  • the crank arm 151 of the crank 15 is comprised of a straight arm shaft 1511 and an eccentric portion 1512 , which is an eccentric axle bearing having an inner diameter 1514 coupled to the straight arm shaft 1511 and an outer diameter 1516 eccentrically spaced around the inner diameter 1514 .
EP03006562A 2003-03-24 2003-03-24 Struktur einer Hochleistungsbrennkraftmaschine Withdrawn EP1424485A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP03006562A EP1424485A1 (de) 2003-03-24 2003-03-24 Struktur einer Hochleistungsbrennkraftmaschine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03006562A EP1424485A1 (de) 2003-03-24 2003-03-24 Struktur einer Hochleistungsbrennkraftmaschine

Publications (1)

Publication Number Publication Date
EP1424485A1 true EP1424485A1 (de) 2004-06-02

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EP03006562A Withdrawn EP1424485A1 (de) 2003-03-24 2003-03-24 Struktur einer Hochleistungsbrennkraftmaschine

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EP (1) EP1424485A1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008135050A1 (en) * 2007-05-08 2008-11-13 Bata Holding Aps Internal combustion engine with high efficiency
WO2010081456A1 (de) 2009-01-13 2010-07-22 Siegfried Meyer Stiftung Vorrichtung zum verbinden eines kolbenelementes mit einer kurbelwelle einer kolbenmaschine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1564564A (de) * 1968-01-23 1969-04-25
EP0245189A2 (de) * 1986-05-07 1987-11-11 Miguel Tomas Martinez Verfahren zur Produktion positiver Inertie-Effekte und ein differenziertes Verhalten in einer Brennkraftmaschine
DE3641884A1 (de) * 1986-12-08 1988-06-16 Michael Schenk Kurbeltrieb, insbesondere fuer hubkolbenmotoren
GB2251455A (en) * 1991-01-05 1992-07-08 Ford Motor Co I.c.engine with variable compression ratio
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
FR1564564A (de) * 1968-01-23 1969-04-25
EP0245189A2 (de) * 1986-05-07 1987-11-11 Miguel Tomas Martinez Verfahren zur Produktion positiver Inertie-Effekte und ein differenziertes Verhalten in einer Brennkraftmaschine
DE3641884A1 (de) * 1986-12-08 1988-06-16 Michael Schenk Kurbeltrieb, insbesondere fuer hubkolbenmotoren
GB2251455A (en) * 1991-01-05 1992-07-08 Ford Motor Co I.c.engine with variable compression ratio
EP1164272A1 (de) * 2000-06-15 2001-12-19 Siegfried Meyer Brennkraftmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008135050A1 (en) * 2007-05-08 2008-11-13 Bata Holding Aps Internal combustion engine with high efficiency
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

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