JPH0327784B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is designed to increase the rotational force of an internal combustion engine by most effectively utilizing the torque acting on its power transmission shaft.

As is well known, an internal combustion engine uses intake, compression, expansion,
The four exhaust steps are performed during one or two rotations of the crank, and the piston pressure caused by the ignition and combustion of fuel is due to the inertia of the flywheel, which causes the crank pin to cross top dead center. Immediately afterwards, usually at a 15° position.

By the way, in a crank mechanism, when the crank pin is close to top dead center, most of the rotational moment, or torque in a broad sense, that tries to turn the rotating shaft via the crank is wasted as a force that tries to compress the crank arm. Beyond this point, the crank arm reaches its maximum point just before it becomes tangential to the circle drawn by the crank pin. There is no problem if the pressure reduction of the piston is sustained, but since the above pressure reduction is instantaneous due to the explosion of fuel, performing pressure reduction at a position close to top dead center is difficult due to the heavy flywheel. This results in unreasonable driving of the rotating shaft connected to the shaft. In other words, a flywheel is made with a heavy outer circumference to have a large moment of inertia, and the larger the flywheel, the less fluctuations in the rotational speed of the rotating shaft, and the ability to significantly increase the output of the rotating shaft itself. The larger the engine, the more force is required to start it.

In order to do this, due to the characteristics of the engine, the timing for the piston to press down on the crank pin must be at a position close to the above-mentioned top dead center with respect to the rotation axis of the engine.
For the flywheel, it is sufficient to increase the rotational lever force by making it work before the tangential position and by making the length of the crank arm connected to the axis of the flywheel as long as possible. It was developed focusing on the above points, and its principle is as shown in Fig. 1. It has a rotating shaft 1, which is the drive shaft of the engine, which has a crank arm 3 connected to a piston rod, and a rotating shaft 1, which has a flywheel 10 at one end. The shaft 2 is provided separately with its axis position slightly shifted left and right, and a crank having a larger rotation radius than the above-mentioned crank is mounted on the rotating shaft 2 of the flywheel so that its crank arm 4 is positioned slightly above the horizontal line. The crank pin and the crank pin of the rotating shaft 1 are connected by a link 8 so that the link 8 and the piston rod are close to the same line, and the rotating shaft 2 having a flywheel is used as a power extraction shaft. . In other words, the crank arm 4 is made longer than the crank arm 3, which is why the axes of the rotating shafts 1 and 2 are misaligned.

An embodiment of the present invention will be explained with reference to FIG. 2. Reference numeral 1 denotes a rotating shaft that is a drive shaft of the engine, and 2 a rotating shaft that is a power take-off shaft. (3rd
(see figure). 3' and 4' are discs forming the crank arms 3 and 4 of the rotating shafts 1 and 2, respectively, and a crank pin protruding from the periphery of the disc 3' has the tip of a piston rod 7 connected to the piston 6. One end of the link 8 is pivotally connected, and the other end of the link 8 is pivotally connected to a crank pin 9 protruding from the peripheral edge of the disc 4'. Both crank pins 5 and 9 are set at an angle of about 15 degrees with respect to the vertical line, as shown in FIG.
and approximately 80°. In addition, it is better to design arm 4 to be approximately 70 degrees when arm 3 is approximately 30 degrees at maximum pressure. A large flywheel 10 is fixedly attached to one end of the rotating shaft 2, and is connected to a required device through a clutch 11 attached thereto. Note that 12 and 13 are balance weights provided on the discs 3' and 4'.

FIG. 3 is a perspective view of the disks 3', 4' of FIG. 2 formed as crank arms 3, 4, and each part is indicated by the same reference numerals as in FIG. 1.

With the above configuration, as shown in FIG.
The piston is lowered in the state shown in FIG. Since this force is approximately tangential to the circumference of the crank 4, the heavy flywheel 10 can be easily rotated.
And a rotating shaft 2 having this flywheel 10
The use of the rotary shaft 1 as the power take-off shaft has the advantage that the rotary shaft 1, which is the drive shaft, can play a guiding role in moving the rotary shaft 2, which is a natural advantage in terms of strength. In this case, since the rotating shaft 2 of the flywheel 10 is a slightly offset crank mechanism, theoretically there is a difference in the reciprocating stroke, and both rotating shafts 1, 2
Although there will be a slight deviation in the rotation, this point has almost no effect in practice. Also, the distance between both rotating shafts 1 and 2 is approximately 10 mm for a piston stroke of 100 mm.
It was found that the most efficient case was ~30 mm.

Next, FIG. 4 is a plan view showing the case of an engine having a plurality of cylinders. That is, the disk 4 of the rotating shaft 2 is used as a chain wheel, connected to the shaft 15 via the chain 14, and the flywheel 10 and clutch 11 are fixed to the drive shaft 2 to form a power take-off shaft. That is.
Of course, gears may be used instead of the chain wheel. Note that the shaft 15 can be used as a drive shaft for auxiliary devices such as a camshaft and a generator.

As explained above, this invention has many advantages, such as making the rotation of the flywheel more powerful, increasing the biasing force, making the engine run smoothly, and being efficient especially against sudden loads. There are advantages.

[Brief explanation of the drawing]

Fig. 1 is a front view showing the principle of the invention, Fig. 2 is a side sectional view showing an embodiment of the invention, Fig. 3 is a slope view, and Fig. 4 is a plan view of the multi-cylinder configuration. It is. 1, 2... Rotating shaft, 3, 4... Crank arm, 5, 9... Crank pin, 6... Piston,
8...Link, 10...Flywheel, 11...
...Crutch, P...Top dead center.

Claims (1)

[Claims] 1. A rotating shaft for driving that is rotated via a piston is separately provided with a rotating shaft for power extraction connected to the flywheel at a slight interval, and a crank of the rotating shaft for driving is connected to the rotating shaft for driving power that is connected to the flywheel. A crank arm with a larger rotation radius than the arm is provided oppositely, and the crank pin of this crank arm is connected via a link to the crank pin of the crank arm of the driving rotating shaft. An internal combustion engine configured to always be in a leading position in the direction of rotation.