JPS6127360A - Eccentric piston shaft - Google Patents

Eccentric piston shaft

Info

Publication number
JPS6127360A
JPS6127360A JP14825084A JP14825084A JPS6127360A JP S6127360 A JPS6127360 A JP S6127360A JP 14825084 A JP14825084 A JP 14825084A JP 14825084 A JP14825084 A JP 14825084A JP S6127360 A JPS6127360 A JP S6127360A
Authority
JP
Japan
Prior art keywords
crank
piston
piston shaft
crankshaft
shaft
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
JP14825084A
Other languages
Japanese (ja)
Inventor
Takafumi Doi
孝文 土井
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 JP14825084A priority Critical patent/JPS6127360A/en
Publication of JPS6127360A publication Critical patent/JPS6127360A/en
Pending legal-status Critical Current

Links

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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)

Abstract

PURPOSE:To improve the stroke efficiency of 4-cycle engine by shifting the piston shaft from the crank shaft. CONSTITUTION:When shifting the piston shaft from the crank shaft, the top and bottom dead centers (u), (1) on the circle of crank will never lie on a line but shift as shown by slanted section. It means that the combustion and the intake strokes of 4-cycle engine are lengthened resulting in improvement of the stroke efficiency.

Description

【発明の詳細な説明】 従来のエンジンや圧縮機は、図−１のように、クランク
軸が、ピストン軸の延長上にあつた。このことは、ピス
トン軸の延長上に、クランクの上死点および、下死点が
位置し、直線上に並ぶ。エンジン（４サイクル）を例に
すれば、吸入・圧縮・燃焼・排気の各行程とも、クラン
ク軸の回転に対し、同じ回転角度をしめていた、（ただ
し、ここでの各行程は、重復や余裕などがないものと考
える。以下の説明も同じ。） この発明は、図−５のように、ピストン軸を、クランク
軸より偏心さすことにより、クランクの円周上の上死点
（ｕ）と、下死点（ｌ）は、一直線上に並ばず、斜線部
だけずれることになる、このことは４サイクルエンジン
の燃焼行程と、吸入行程とが長くなることになり、これ
らの行程の功率を高めることになる それと、図−３の（Ａ）と図−４の（Ａ）は、コネクチ
ングロツド（以下「コンロツド」という。）が、クラン
クの回転円周上の接線方向に位置するときをくらべた図
で、この位置で、コンロツドからクランクに伝わる力が
クランク軸において回転モーメントが最大になる。そこ
で、シリンダー内の圧力：Ｐは、いろいろな条件で異な
るが、ここででは図−３と図−４の圧力：Ｐは同じと考
えることにする。DETAILED DESCRIPTION OF THE INVENTION In conventional engines and compressors, the crankshaft was an extension of the piston shaft, as shown in Figure 1. This means that the top dead center and bottom dead center of the crank are located on the extension of the piston axis and are aligned on a straight line. Taking a 4-stroke engine as an example, each stroke of intake, compression, combustion, and exhaust has the same rotation angle relative to the rotation of the crankshaft. (The following explanations are also the same.) As shown in Figure 5, this invention makes the piston shaft eccentric to the crankshaft, so that the top dead center (u) on the circumference of the crank , the bottom dead center (l) will not be aligned in a straight line, but will be shifted by the shaded area. This means that the combustion stroke and intake stroke of the 4-cycle engine will become longer, and the efficiency of these strokes will be reduced. Figure 3 (A) and Figure 4 (A) indicate when the connecting rod (hereinafter referred to as "connecting rod") is located in the tangential direction on the rotational circumference of the crank. The comparison diagram shows that at this position, the force transmitted from the connecting rod to the crank reaches its maximum rotational moment on the crankshaft. Therefore, although the pressure P in the cylinder differs depending on various conditions, we will assume that the pressure P in Figures 3 and 4 is the same here.

図−３（Ｂ）のように、圧力：Ｐは、コンロツドの斜む
きにより角度：θをなす、圧力：Ｐはその分力ａとｂに
なり、コンロツドには分力：ｂが伝わることになる そこで　ｃｏｓθ≦１　により 圧力：Ｐ≧分力：ｂである したがつて角度：θを、θ＝０にすれば圧力：Ｐはその
ままの力をコンロツドに伝えることになり図−４の（Ａ
）の状態になる。As shown in Figure 3 (B), pressure P forms an angle θ due to the diagonal peeling of the conrod, pressure P becomes its component forces a and b, and component force b is transmitted to the conrod. Therefore, due to cosθ≦1, pressure: P≧ component force: b. Therefore, if the angle: θ is set to θ = 0, the pressure: P will transmit the force as it is to the connecting rod, and it will become (A in Fig. 4).
).

以上のことにより、図−３の（Ｂ）の角度：θを小さく
すれば、功率よく圧力：Ｐはコンロツドに伝わることに
なり図−４の（Ｂ）のように偏心させることにより図−
３の（Ｂ）の角度：θを小さくすることができる。From the above, if the angle θ in Figure 3 (B) is made smaller, the pressure P will be transmitted to the conrod more effectively, and by making it eccentric as shown in Figure 4 (B),
3 (B) angle: θ can be made smaller.

【図面の簡単な説明】[Brief explanation of the drawing]

図面１、 図−１は、従来の構造図 図−２は、本発明の構造図 （Ａ）は、クランク軸を右回転として、クランク軸より
ピストン軸を右にずらしたもの。 （Ｂ）は、クランク軸を右回転として、クランク軸より
ピストン軸を左にずらしたもの。 （イ）…ピストン軸 （ロ）…ピストン （ハ）…コンロツド（コネクチングロツド）（ニ）…ク
ランク （ホ）…クランク軸 （ヘ）…クランク軸の回転方向 図面２、 図−３は、従来の構造の説明図 Ｐ…圧力（爆発力） θ…ピストン軸とコンロツドのなす角度。 図−４は、本発明の機構の説明図 Ｐ…圧力（爆発力） 図面３、 図−５は、本発明のピストン軸とクランクの位置関係図 （Ｕ）…ピストンの上死点 （Ｌ）…ピストンの下死点 （ｕ）…クランクの上死点 （ｌ）…クランクの下死点Figure 1 and Figure 1 are conventional structural diagrams. Figure 2 is a structural diagram of the present invention (A) in which the crankshaft is rotated clockwise and the piston shaft is shifted to the right from the crankshaft. In (B), the crankshaft is rotated clockwise and the piston shaft is shifted to the left from the crankshaft. (A) Piston shaft (B) Piston (C) Connecting rod (D) Crank (E) Crankshaft (F) Rotation direction of the crankshaft Drawing 2 and Figure 3 show the conventional Explanatory diagram of the structure of P...Pressure (explosive force) θ...Angle between the piston shaft and the connecting rod. Figure 4 is an explanatory diagram of the mechanism of the present invention P...Pressure (explosive force) Figure 3 and Figure 5 are positional relationship diagrams of the piston shaft and crank of the present invention (U)...Top dead center of the piston (L) ...Piston bottom dead center (u)...Crank top dead center (l)...Crank bottom dead center

Claims (1)

【特許請求の範囲】 １）ピストンの往復軸（以下「ピストン軸」という。）
を、クランクの回転軸（以下「クランク軸」という。）
より、図−２のように移動させたもの。 ２）特許請求の範囲第１項記載の構造により、ピストン
の運動力を、力学的に、力の損失を少なくし、クランク
に伝えるもの。 ３）特許請求の範囲第１項記載の構造により、クランク
の運動力を、力学的に、力の損失を少なくし、ピストン
に伝えるもの。 ４）内燃機関において、燃焼■発行程（以下「燃焼行程
」という。）および、吸入行程を、図−５のように、多
くしたもの。[Claims] 1) Piston reciprocating shaft (hereinafter referred to as "piston shaft")
is the rotating shaft of the crank (hereinafter referred to as the "crankshaft").
The image was moved as shown in Figure 2. 2) The structure according to claim 1 dynamically transmits the kinetic force of the piston to the crank with less force loss. 3) The structure according to claim 1 dynamically transmits the kinetic force of the crank to the piston with less loss of force. 4) An internal combustion engine in which the combustion stroke (hereinafter referred to as ``combustion stroke'') and suction stroke are increased as shown in Figure 5.
JP14825084A 1984-07-16 1984-07-16 Eccentric piston shaft Pending JPS6127360A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP14825084A JPS6127360A (en) 1984-07-16 1984-07-16 Eccentric piston shaft

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP14825084A JPS6127360A (en) 1984-07-16 1984-07-16 Eccentric piston shaft

Publications (1)

Publication Number Publication Date
JPS6127360A true JPS6127360A (en) 1986-02-06

Family

ID=15448584

Family Applications (1)

Application Number Title Priority Date Filing Date
JP14825084A Pending JPS6127360A (en) 1984-07-16 1984-07-16 Eccentric piston shaft

Country Status (1)

Country Link
JP (1) JPS6127360A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4848213A (en) * 1988-01-11 1989-07-18 The Devilbiss Company Reciprocating piston compressor with offset cylinder
EP0569630A1 (en) * 1990-11-26 1993-11-18 Ronald F. Merkel Engine with an offset crankshaft

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4848213A (en) * 1988-01-11 1989-07-18 The Devilbiss Company Reciprocating piston compressor with offset cylinder
EP0569630A1 (en) * 1990-11-26 1993-11-18 Ronald F. Merkel Engine with an offset crankshaft

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