GB2140870A

GB2140870A - I. C. engine with a split crankshaft

Info

Publication number: GB2140870A
Application number: GB08415291A
Authority: GB
Inventors: Sven-Olof Kronogard; Clas-Olof Kronogard
Original assignee: Individual
Current assignee: Individual
Priority date: 1981-07-21
Filing date: 1984-06-15
Publication date: 1984-12-05
Also published as: GB2102066A; GB8415291D0; DE3226458A1; JPS5825518A; SE434972B; FR2510186A1; SE8104471L

Abstract

To improve fuel economy and to reduce the emission contents of the exhaust gases, a multi-cylinder engine is sub-divided so two groups of cylinders (46, 47, 49 - 51) operable independently of each other are obtained. The groups are connected to a fuel supply system (not shown) which is capable of switching the groups into and out of operation as desired. One cylinder (48) lacks a piston and associated piston rod, and the crankshaft of the engine is divided adjacent to this cylinder. Juxtaposed ends of the crankshaft parts carry respective gear wheels (54, 55) connected to a lamella coupling (53) so that one or both groups of cylinders are connected to an output shaft. Components forming part of the engine operating system, such as clutches, driving means for the cam shaft or air compressors, may be fitted in the piston-less cylinder (48). <IMAGE>

Description

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SPECIFICATION A vehicle engine

5 This invention relates to a vehicle engine.

The internal combustion engines used in vehicles usually have too high a power output for normal operation. However this output is considered necessary in order to take care of the load peaks occuring 10 during overtaking, rapid acceleration and hill climbing. This means that the engine, during a substantial part of its operating time, will work at part load, resulting in a low efficiency and a corresponding high fuel consumption.

15 Various ways of reducing the fuel consumption have been proposed, of which several include means for cutting off, during part load, the fuel supply to certain cylinders and/or disconnecting the drive inlet and/or exhaust valves at certain cylinders. 20 This will require a complicated and sensitive control device, and can result in a mechanical system with a high risk of failures. Besides there will always be high frictional losses in the crank mechanisms associated with the cylinder or cylinders occasional-25 ly cut out but still following the crank shaft rotation. There is also an apparent risk of an unsatisfactory running at an engine, where ignition does not occur at all cylinders, as well as an increased wear. The possibility of cutting off certain cylinders will, 30 however, result in a lower emission content in the exhaust gases, as the remaining cylinders will operate at normal load conditions.

The object of the present invention is to provide a simple, sturdy and efficient arrangement in an 35 internal combustion engine having a number of cylinders arranged in at least one line, and which has a fuel supply system permitting a cutting out of certain cylinders According to the present invention there is pro-40 vided a vehicle engine having a number of cylinders arranged in at least one line, and a fuel supply system permitting certain cylinders to be brought out of, and into operation, where the crank shaft of the engine is divided so the cylinders will form two 45 groups, separated by a cylinder lacking a piston and associated piston rod, wherein juxtaposed ends of the crankshaft parts each carries a gearwheel, said gear wheels operating a transmission clutch located beside the crankshaft for optionally interconnecting 50 the parts thereof.

The invention will now be described, by way of example, with reference to the accompanying drawings, in which:-Figure 1 schematically shows the installation of an 55 engine in a vehicle;

Figure 2 shows a longitudinal section through the engine of Figure 1;

Figure 3 shows an alternative driving arrangement for an engine of the same type as shown in Figure 2; 60 Figure 4 shows a longitudinal section through an engine, where a lamella clutch connecting the parts of the crankshaft is fitted in the piston-less cylinder;

Figure 5 shows the same engine as in Figure 4 but with an air com pressor fitted in the piston-less 65 cylinder; and

Figure 6 shows the same engine as in Figure 4, but with means for driving the cam shafts fitted in the piston-less cylinder, and with a transmission to the output shaft fitted between the two crankshaft parts.

Figures 2-6 show engines having the cylinders arranged in a line, but it is evident, that the arrangements shown therein may also be used with V-engines, where the piston of one cylinder in each line has been removed.

Figure 1 shows the front end of a vehicle 40 provided with an internal combustion engine 41 of the invention, and adapted to transfer torque to the front wheels 42 of the vehicle, by way of a clutch/ transmission means 43 built into the engine, and a conventional transmission/differential 44. The engine is a six cylinder unit (Figure 2), the crankshaft of which is divided. The piston and the connecting rod have been removed from one cylinder, and are substituted by transmission elements, in the manner to be explained in connection with Figure 2.

The fuel supply of the engine is not shown in detail, but is operable by a control device 45, which supplies either part of the engine, or both parts, with fuel.

Figure 2 shows a longitudinal section through the engine 41, which has six cylinders 46-51. Cylinder 48 lacks a piston and associated connecting rod, which have been substituted by transmission elements. By this arrangement it is possible to utilize the engine block, and all main components in a standard engine to provide a compact unit, where it is easy to adjust the power output to the operational requirements and which ensures a low fuel consumption and a low emission content in the exhaust gases.

The crankshaft of the engine is divided in two pairs 52a,b adjacent to cylinder 48. Each crankshaft part carries a bevel gear 54, 55, which by way of meshing gears 56,57 drive components in a lamella coupling 53 which determine the connection of the crankshaft parts to the clutch/transmission means 43.

The control device 45 (Figure 1), which governs the supply of fuel to the two groups of cylinders 46, 47 and 49-51, respectively, will also operate the lamella coupling in the transmission 53, so that a selected group of cylinders, or both groups, will be connected to the output shaft.

It is for instance possible to arrange for cylinders 49-51, to the crankshaft part 52a of which the electric generator 58 and other auxiliaries are connected, is the part of the engine which is used during normal engine load, whereas cylinders 46 and 47 form a booster unit, which is switched in when extra power is needed.

Further bevel gears 59,60 mesh with bevel gears 54,55 at the crankshaft parts, and are mounted upon shafts 61,62 which drive the cam shafts 63,64 of the associated cylinder groups. This provides the possibility of reducing the length of the engine, which is especially advantageous with front wheel drive.

Figure 3 shows a modification of the interconnection arrangement at an engine of the type above described, but where the transmission 43a is directly connected to one of the crankshaft parts 65. The two parts 65,66 of the crankshaft are interconnectable by a free-wheel clutch 67 arranged directly between the

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crankshaft parts. Bevel gears 54a, 556 here drive parallel shafts 61a, 62a to the cam shaft transmissions, as well as auxiliaries 58a.

Figure 4 shows a middle portion of an engine 5 having an arbitary number of cylinders, and where the piston and its associated connecting rod of cylinder 70 has been removed and substituted by other components. The crankshaft is divided into two parts 71,72, which in the manner above 10 described are provided with bevel gears 73,74. These gears mesh with further bevel gears 75,76, which drive various components in a planetary gear/clutch device 77, which is mounted in cylinder 70.

15 A casing 78, integral with a ring wheel 79 on a clutch housing 80, is driven by a gearwheel 76, while a carrier 81 for planet gears 82 is driven by gear 75. A sun wheel 83 is mounted upon a shaft 84, which carries a first clutch lamella 85 for co-operation with 20 the clutch housing 80, and further with a second lamella 86 for co-operation with a stationary clutch housing 87.

The drawing is schematic only. In practical realisation each lamella shown will be represented by a 25 number of lamella units, and there are of course means for operating the lamella as well as bearings and so forth, which are not shown for the sake of clarity. The compact type which is used in modern motorcycle transmissions may advantageously be 30 used.

Depending upon how the transmission relating to the booster group is selected, this may operate at the same speed, or at a higher speed than the other cylinder group, and can also be designed for rapid 35 heating during start-up.

As the gearing/clutch is located within the cylinder, a satisfactory cooling of the components is obtained.

Figure 5 shows a portion of an engine having an 40 arbitary number of cylinders, where one cylinder 90 in the line lacks piston and associated connecting rod, and where the crankshaft is divided in two parts 91 and 92. The ends of the crankshaft parts carry bevel gears 93,94, which co-operate with a lamella 45 clutch 95, governed in any suitable way so that it connects the two parts of the crankshaft, or holds the cylinder group to the left in the drawing inactive. The output shaft (not shown) is connectable to the right hand group of cylinders, and bevel gear 93 at the 50 associated crankshaft part 91 also drives, by way of a further bevel gear 96, an air compressor 97 mounted in cylinder 90, and communicating with the air intake manifold of the engine by way of conduit 98.

When the engine block is adapted to receive 55 separate cylinder liners, some components forfitting into a piston-less cylinder, e.g. hydraulic machines, air compressors or clutches, are preferably formed so that in each case their external envelope surface corresponds with that of a cylinder liner. The 60 component in question will then be directly swept by the cooling water, and will rapidly be "conditioned" to a suitable operating temperature.

Figure 6 shows a further adaptation of the invention. One cylinder 100, in the line lacks its piston and 65 the crankshaft is divided in two parts 101 and 102.

Crankshaft part 101 co-operates with part 102 byway of a free-wheel clutch 103, which makes it possible for last-mentioned part to remain at standstill, while the first mentioned part rotates. Instead of a free-70 wheel clutch, bearing of arbitrary type may be used, while the interconnection of the crank shaft parts occurs at the transmission located below the engine.

Both crankshaft parts are provided with a bevel gearing 104,105, driving respective shafts 106,107, 75 which, in turn, by further bevel gearings, drive the cam shafts 108,109 of the engine.

Each crankshaft part further carries a spurgear 110,111. A connection between the crankshaft parts 101,102 may be arranged by arbitary transmission 80 means. A spur gear transmission 115 is, as one example, shown in conjunction with crankshaft part 102 a chain transmission 116 is shown. The transferring element thereof may alternatively be a chain or a belt. Such arrangements are especially suitable 85 when the engine is located transversely in the vehicle, and has oppositely directed output shafts 113,114.

The embodiments according to Figures 1-6 schematically indicate engines having cylinders arranged 90 in a single line, but it is evident that the same arrangement may be used with V-engines, in which two piston-less cylinders are obtained, and may be used for the reception of components such as clutches, shaft transmission and/or air compressors. 95 Certain auxiliaries, for instance electric generators, may of course also be mounted within the "empty" cylinder, and instead of, or together with, transmission shafts to the cam shafts, transmissions to auxiliaries driven by the engine may be executed

100 through the cylinder.

Claims

1. A vehicle engine having a number of cylinders arranged in at least one line, and a fuel supply

105 system permitting certain cylinders to be brought out of, and into operation, where the crank shaft of the engine is divided so the cylinders will form two groups, separated by a cylinder lacking a piston and associated piston rod, wherein juxtaposed ends of

110 the crankshaft parts each carries a gearwheel, said gearwheels operating a transmission clutch located beside the crankshaft for optionally interconnecting the parts thereof.

2. Avehicle engine as claimed in claim 1, where-

115 in the transmission includes a device dividing the output between two shafts parallel to the crankshaft.

3. A vehicle engine as claimed in claim 2, wherein the crankshaft ends each carry a bevel gearwheel, each drivingly connected to the transmission clutch,

120 as well as further bevel gears driving shafts, to the cam shafts of the cylinder groups and passing through the piston-less cylinder.

4. A vehicle engine as claimed in claim 2, wherein the crankshaft ends carry a spur wheel, as well as

125 a bevel gear driving a shaft to the cam shaft of the associated cylinder group of and passing through the piston-less cylinder.

5. Avehicle as claimed in claim 1, wherein the transmission clutch is mounted within the piston-

130 less cylinder.

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6. A vehicle engine as claimed in claim 5, wherein the transmission clutch is of the lamella type, and the gear wheels at the crankshaft ends mesh with gear wheels drivingly connected to components in a

5 planetary gearing, said components, in turn, being connected to the clutch lamella and to a clutch housing enclosing the same respectively.

7. A vehicle engine as claimed in claim 6, wherein the clutch further includes a stationary housing

10 part and a further lamella engageable therewith.

8. Avehicle engine as claimed in claim ^wherein the gearwheel at one of the crankshaft parts further meshes with a machine forming part of the engine operating system and mounted within the

15 piston-less cylinder.

9. Avehicle engine as claimed in claim Sphere-in the machine is mounted within the cylinder so its operating fluid will be conditioned by the cooling water of the engine.

20 10. A vehicle engine as claimed in any one of the preceding claims where the ends of the crankshaft parts are interconnected by a free-wheel.

11. A vehicle engine substantially as hereinbefore described with reference to and as shown in

25 Figures 1 and 2, or Figure 3, or Figure 4, or Figure 5, or Figure 6 of the accompanying drawings.

Printed in the UK for HMSO, D8818935,10/84,7102.

Published by The Patent Office, 25 Southampton Buildings, London,

WC2A1 AY, from which copies may be obtained.