FR2593232A1 - Internal combustion engine with a laterally offset crankshaft - Google Patents

Internal combustion engine with a laterally offset crankshaft Download PDF

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Publication number
FR2593232A1
FR2593232A1 FR8600694A FR8600694A FR2593232A1 FR 2593232 A1 FR2593232 A1 FR 2593232A1 FR 8600694 A FR8600694 A FR 8600694A FR 8600694 A FR8600694 A FR 8600694A FR 2593232 A1 FR2593232 A1 FR 2593232A1
Authority
FR
France
Prior art keywords
axis
crankshaft
piston
cylinder
dead center
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.)
Pending
Application number
FR8600694A
Other languages
French (fr)
Original Assignee
Naud Jean Michel
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 Naud Jean Michel filed Critical Naud Jean Michel
Priority to FR8600694A priority Critical patent/FR2593232A1/en
Publication of FR2593232A1 publication Critical patent/FR2593232A1/en
Pending legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02FCYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00Casings, e.g. crankcases or frames
    • F02F7/0002Cylinder arrangements
    • F02F7/0019Cylinders and crankshaft not in one plane (deaxation)
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00Engines characterised by fuel-air mixture compression
    • F02B1/02Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Abstract

In this engine, of the spark-ignition type, the axis 12 of the crankshaft 11 is laterally offset with respect to a plane containing the axes of the in-line cylinders 3, and ignition is adjusted so that the spark is generated when the piston 2 has re-descended within the cylinder from its top dead centre position following a rotation of the crankshaft through approximately 20 DEG . <IMAGE>

Description

 The present invention relates to internal combustion engines of the spark ignition type and it relates more particularly to the relationship between the ignition timing and that of the crankshaft crank pins.

 In a conventional spark ignition type engine, the ignition is initially adjusted (without correction of the advance) so that in a given cylinder, the spark is produced by the spark plug at the time of the strongest compression of the mixture admitted into the combustion chamber, that is to say in the top dead center position of the piston.

 In this top dead center position of the piston, the axis of articulation of the connecting rod end in the piston, the axis of the crankshaft crankpin and the axis of the latter are aligned in opposition on the same straight line which coincides with l axis of the cylinder when ignition of the mixture occurs.

 Consequently, the thrust is exerted on the piston by the expansion of the gases, in opposition to the crankshaft, and could not theoretically be transmitted to the latter to train it in rotation if such a rotation was not already started at the moment when it occurs the spark, either during operation or at start-up, by the starter motor.

 As a result, the maximum linear thrust of the piston is not exerted with an initial lever effect on the crankpin, but must be deflected to be applied thereon and transformed into a rotational movement of the crankshaft.

 This therefore does not allow the engine to obtain all the power it could supply.

 The object of the invention is to remedy this drawback by producing a motor in which the greater part of the linear force applied to each piston is instantly applied to a crank pin, upon ignition, to be instantly transformed into a movement of rotation.

 The subject of the invention is therefore an internal combustion engine, with spark ignition, characterized in that the axis of the crankshaft is offset laterally with respect to the axis of the cylinder and in that the ignition point is adjusted so that the spark bursts when the crank pin associated with said cylinder is located approximately 200 after the top dead center position of the corresponding piston, in the direction of rotation of the crankshaft.

 According to another characteristic of the invention, the volumetric ratio of the engine is such that the compression ratio, in the top dead center position of the piston, is greater than approximately 10.5 and that it is greater than 8 after approximately 200 rotation of the crankshaft from top dead center, when the spark bursts.

 According to yet another characteristic, the axis of the crankshaft is offset laterally with respect to a plane containing the axes of the cylinders in line with the engine.

 It is understood that in the engine according to the invention, the compression ratio at the top dead center of the piston is higher than that prevailing in the combustion chamber at the time of ignition of the mixture when the piston is slightly lowered in the cylinder, c '' ie when the crank arm constituted by the crankpin has rotated by about 200 from the top dead center position.

In this position, most of the thrust exerted by the expansion of the gases on the piston is found ap
plicated on an arm / crank whose position is more favorable for its optimal use to transform the linear movement of the piston into a rotational movement of the crankshaft with the least losses, thus ensuring the engine according to the invention a higher efficiency than the efficiency of an engine of the same displacement constructed in a conventional manner.

 The description which follows, with reference to the accompanying drawings by way of nonlimiting example, will make it possible to understand clearly how the invention can be put into practice.

 Figure 1 is a partial sectional view of a cylinder, piston, connecting rod and crankshaft assembly of an engine to which the invention is applied, showing the piston in the top dead center position.

 Figure 2 is a view similar to that of Figure 1 but showing the piston after a rotation of about 200 of the crankshaft, from the top dead center position of the piston.

 The drawing shows a cylinder-piston assembly of an internal combustion engine, designated as a whole by the reference L A piston 2 is slidably mounted in the cylinder 3, the upper part of which defines a combustion chamber 4 provided with a valve d 5 inlet and an exhaust valve 6, a spark plug 7 ignition is also provided in a conventional manner.

 A connecting rod 8 is articulated by its foot on an axis 9 in the piston 2, the opposite end of the connecting rod 8 being mounted on a crankpin 10 of a crankshaft 12, in a conventional manner.

 According to the invention the axis 12 of the crankshaft 11 is not aligned with the axis 13 of the piston, which coincides with the axis of the cylinder 3, but is slightly offset laterally relative to this axis.

 This lateral offset can for example be of the order of 16 mm at the most in a square algage 80 and stroke 80 motor, it is designated in FIG. 1 by the reference a.

 In the top dead center position of the piston 2 shown in FIG. 1, the axis of the connecting rod 8 and that of the crank pin 10 are both aligned and form, due to the abovementioned lateral offset, a very small angle with the axis 13 of the piston, while the volume of the combustion hinge 4 is then minimal and the compression ratio is maximum.

 Referring to FIG. 2 in which the position of the piston 2 has been represented after a rotation of approximately 200 of the crankshaft 11, the volume of the combustion chamber 4 has increased due to the descent of the piston 2 into the cylinder 3 and therefore the compression ratio of the mixture in this chamber has decreased compared to that existing in this chamber in the top dead center position shown in Figure 1.

 In this position, the axis of the connecting rod 8 coincides with the axis 13 of the piston and forms an angle ss of approximately 240 with the lever arm constituted by the crank pin 10.

 According to another characteristic of the invention, the ignition timing is such that the spark occurs at the spark plug 7 at this time, that is to say, after lowering the compression in the chamber 4, when the crankshaft 11 has rotated about 200.

 It is understood that the thrust transmitted by the connecting rod to the crankpin occurs at a time when it can be better exploited with less loss of power to transform the linear movement of the piston 2 into a rotational movement of the crankshaft.

 Although the invention has been described in its application to an engine of the four-stroke type, it is understood of course that it is also applicable to an engine of the two-stroke type.

Claims (3)

 1. Internal combustion engine, type 2 spark ignition, characterized in that the axis (12) of the crankshaft (11) is offset laterally relative to the axis (13) of the cylinder (3) and in that l Ignition is adjusted so that the spark explodes when the crankpin (10) associated with said cylinder is located approximately 200 after the top dead center position of the corresponding piston (2) in the direction of rotation of the crankshaft.
 2. Internal combustion engine according to claim 1, characterized in that the volumetric ratio of the engine is such that the compression ratio in the top dead center position of the piston (2) is greater than about 10.5 and that is lowered approximately above 8 after approximately 200 rotation of the crankshaft (12) from top dead center.
 3. Internal combustion engine according to claim 1, characterized in that the axis (12) of the crankshaft (11) is offset laterally with respect to a plane containing the axes (13) of the in-line cylinders of the engine.
 internal combustion engine according to claim 3, characterized in that the lateral offset of the axis (12) of the crankshaft (11) relative to the axis of the cylinder is such that the axis of the connecting rod (8) connecting the piston (2) to the crankpin (10) of the crankshaft coincides with the axis (13) of the cylinder (3) when the crankshaft (11) has rotated by approximately 200 from the top dead center position of the piston.
 5. Internal combustion engine according to any one of the preceding claims, characterized in that the ignition timing is such that the spark explodes in the combustion chamber (4) when the piston (2) is lowered into the cylinder from its top dead center position so that the axis of the connecting rod (8) coincides with the axis of the cylinder and forms an angless424 with the lever arm constituted by the crankpin, and that the compression ratio in said chamber has decreased from the top dead center of the piston.
FR8600694A 1986-01-20 1986-01-20 Internal combustion engine with a laterally offset crankshaft Pending FR2593232A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
FR8600694A FR2593232A1 (en) 1986-01-20 1986-01-20 Internal combustion engine with a laterally offset crankshaft

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR8600694A FR2593232A1 (en) 1986-01-20 1986-01-20 Internal combustion engine with a laterally offset crankshaft

Publications (1)

Publication Number Publication Date
FR2593232A1 true FR2593232A1 (en) 1987-07-24

Family

ID=9331253

Family Applications (1)

Application Number Title Priority Date Filing Date
FR8600694A Pending FR2593232A1 (en) 1986-01-20 1986-01-20 Internal combustion engine with a laterally offset crankshaft

Country Status (1)

Country Link
FR (1) FR2593232A1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5076220A (en) * 1980-12-02 1991-12-31 Hugh G. Evans Internal combustion engine
US5186127A (en) * 1991-01-28 1993-02-16 Lorenzo Cuatico Internal combustion engine with offset connecting journal
US6460505B1 (en) 2000-12-13 2002-10-08 Angelo V. Quaglino, Jr. Offset connecting rod for internal combustion engines
US8826800B2 (en) 2011-02-17 2014-09-09 Michael Inden Reciprocating piston mechanism with extended piston offset
US8839687B2 (en) 2012-05-22 2014-09-23 Michael Inden Reciprocating piston mechanism with extended piston offset

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB117075A (en) * 1916-10-04 1900-01-01 Brasier Henri Improvements in Internal Combustion Engines.
FR342311A (en) * 1904-04-14 1904-09-05 S "La Minerve" combustion multi-cylinder engine
GB1133618A (en) * 1965-06-24 1968-11-13 Henry John Martin Clark Improvements relating to internal combustion engines
GB2082675A (en) * 1980-08-25 1982-03-10 Zima John P Crankshaft and piston arrangement in an internal combustion engine
DE3314226A1 (en) * 1983-04-20 1984-10-25 Kugler Hermann Josef Offset crank drive for heat engines

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR342311A (en) * 1904-04-14 1904-09-05 S "La Minerve" combustion multi-cylinder engine
GB117075A (en) * 1916-10-04 1900-01-01 Brasier Henri Improvements in Internal Combustion Engines.
GB1133618A (en) * 1965-06-24 1968-11-13 Henry John Martin Clark Improvements relating to internal combustion engines
GB2082675A (en) * 1980-08-25 1982-03-10 Zima John P Crankshaft and piston arrangement in an internal combustion engine
DE3314226A1 (en) * 1983-04-20 1984-10-25 Kugler Hermann Josef Offset crank drive for heat engines

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5076220A (en) * 1980-12-02 1991-12-31 Hugh G. Evans Internal combustion engine
US5186127A (en) * 1991-01-28 1993-02-16 Lorenzo Cuatico Internal combustion engine with offset connecting journal
US6460505B1 (en) 2000-12-13 2002-10-08 Angelo V. Quaglino, Jr. Offset connecting rod for internal combustion engines
US8826800B2 (en) 2011-02-17 2014-09-09 Michael Inden Reciprocating piston mechanism with extended piston offset
US8839687B2 (en) 2012-05-22 2014-09-23 Michael Inden Reciprocating piston mechanism with extended piston offset

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