TWM519178U - A reciprocating internal combustion engine piston-cylinder-connecting rod assembly - Google Patents

Abstract

A connecting rod and a coil spring seal for sealing a piston-cylinder assembly in a reciprocating internal combustion engine. The connecting rod is configured to withstand a large torque due to misalignment among centers of a piston pin, a crank pin and a crankshaft is provided without leading to a large inertia for the connecting rod. The connecting rod can be integrated with a piston to form an assembly. The coil spring seal is configured to seal both the piston and the cylinder in a piston-cylinder assembly. The coil spring seal has three layers of coil rings of different inner and outer diameters, providing the sealing function and absorption of vibrations and lateral movements caused by the misalignments between the piston and the cylinder under high speed stroke motion. The helical structure of the coil spring seal generates negligible friction on the sealing contact surface and reduces scratching on cylinder internal wall. The sealing of both the piston and the cylinder reduces seepage. The result is a cleaner engine with more efficient power output.

Description

Reciprocating internal combustion engine and piston cylinder connecting rod assembly

The present invention relates to a reciprocating internal combustion engine and a piston-cylinder connecting rod assembly, particularly a connecting rod for connecting a piston to a crankshaft, and a piston for a piston in the cylinder.

The reciprocating internal combustion engine converts the linear motion into a rotary motion through the composition of the connecting rod and the piston. Referring to Figure 1, a conventional composition includes a connecting rod 140 coupled to a piston 110. Link 140 has a small end 142 and a large end 144, wherein small end 142 can be coupled to piston 110 and large end 144 can be coupled to a crankshaft (not shown). A piston pin (not shown) is disposed within the piston pin bore 148 to connect the small end 142 of the link 140 to the piston skirt 114 of the piston 110. A crank pin (not shown) is provided in the crank pin bore 149 to connect the large end 144 of the link 140 to the crankshaft.

In the case of actual mechanical components, the thickness of the connecting rod is much smaller than the diameter of the piston. In fact, the connecting rod does not need to pass through an elongated piston pin to connect the piston. However, due to the problem of misalignment of the crankshaft when assembling the engine, or the problem of misalignment of the engine during operation, the connecting rod needs to withstand a large torque. In order to release this torque as much as possible, there is a gap between the piston pin and the small end so that the small end can slide back and forth.

In general, the characteristics of the connecting rod are high rigidity, high density and large weight. The reason is that the connecting rod is pushed by the piston through the explosion caused by the combustion of the fuel, and the crank pin is used to generate a rotary motion on the crankshaft. At the same time, in the combustion phase of the engine, the connecting rod must continue to withstand the above-mentioned torque. Therefore, the connecting rod is usually forged into a high-density structure to have the highest strength.

When the small end performs high-speed reciprocating motion, the small end taps the piston skirt at a high frequency like the same dice, so that the piston head will rub the cylinder wall when the piston moves up and down. The sequel to the above situation is that the internal combustion engine will generate great noise and vibration, and cause fuel waste.

Please refer to Figure 2A for the ideal use of the internal combustion engine. This figure particularly shows a front view and a side view of the piston rod assembly. Among them, point A represents the center of the piston pin, and the piston pin moves up and down in the cylinder. Point B represents the center of the crank pin, with the crank pin rotating relative to point C, while point C representing the center of the crankshaft and the position is unchanged. In the ideal engine operating state, points A, B, and C are on the same plane, and as shown in the side view of the figure, points A, B, and C are aligned with each other. In this situation, the engine will operate smoothly. The length between the points A and B is the position where the link is located, and in the above case, the link is not lost by the torsion generated by its own reciprocating motion.

However, a common situation that is often encountered is that due to many unavoidable factors, point C is not directly below point A and exceeds the range of offset. Among them, Figure 2B shows this situation. Due to the problem of the offset, when the point A moves up and down and the point B rotates, the links at points A to B are subjected to great torque. In addition, the angle of deviation between points A and B is always changing. When the center of the crankshaft is not in the correct position, the function of the piston pin is to connect the small end to the piston, causing the big end to swing to the left and right when the crankshaft rotates, and the small end to reciprocate back and forth to release the torque.

In the process of combining engines, flawless alignment is not easy, especially in the case of multiple cylinders. It is almost impossible to ensure that the center of each crankshaft is precisely positioned below the center of the corresponding cylinder. Therefore, the connecting rod needs to be hot forged to have the highest strength to produce the highest density. In addition, there must be a gap between the opposite ends of the piston pin so that the small end can be displaced to release the torsion caused by the misalignment problem. Such a strong link creates a lot of inertia for the engine. Because of this, one of the major drawbacks to the engine is that it is necessary to consume fuel to overcome this inertia.

Generally, there are one or more piston rings on the piston, as shown in Figures 4A and 4B. However, the piston ring composition 801 can only seal the cylinder wall rather than the piston 802 itself. In actual fuel combustion cycles, all piston-cylinder assemblies have problems with oil leakage from the piston rings. This problem is the main reason that affects engine efficiency and emissions of toxic gases. Further instructions are provided below.

During the intake of the cycle combustion, when the piston descends, the space defined by the cylinder wall and the piston crown is the combustion chamber and draws in air. In the initial phase, the gas pressure in the combustion chamber is relatively low. However, the temperature of the crankshaft will rise during operation, causing the lubricating oil in or near the crankcase to evaporate. Since the air pressure in the combustion chamber is low, the vaporized oil is sucked into the combustion chamber through the gap between the piston and the piston ring, causing contamination of the combustion chamber.

During compression, the piston compresses the air in the combustion chamber as the piston rebounds. Due to the gap between the piston and the piston ring, there is a problem of air leakage when the air pressure of the combustion chamber rises. Therefore, the combustion chamber cannot maintain the highest pressure required for effective combustion.

During the work, when the fuel in the combustion chamber is ignited, the pressure in the combustion chamber is immediately increased to 60 to 80 times the initial pressure. Taking a gasoline engine as an example, a fuel droplet ignites through a spark point and explodes. The fuel in the diesel engine is ignited at the center of the combustion chamber because of the highest temperature. However, when the pressure of the combustion chamber rises, at that moment, the fine fuel droplets surrounding the top of the piston are not yet burned because the temperature of the piston top belonging to the metal material is lower than that of the center of the combustion chamber. Therefore, the high pressure generated instantaneously will push these fine fuel droplets into the crankcase via the gap between the piston and the piston ring. After leaving the hot spot, these fuel droplets will not be ignited and will stay in the crankcase in a gaseous manner. These fuels that are pumped to the crankcase must be recycled to the combustion chamber to avoid crankcase explosion.

Finally, during the exhaust process, the piston moves up again and pushes the exhaust gas out of the combustion chamber through the exhaust manifold. However, some of the exhaust gas will seep into the crankcase through the periphery of the piston.

As mentioned above, due to leakage around the piston ring, the crankcase always has different gases, such as lubricating oil vapor, unburned fuel and exhaust gases. These gases are also referred to as "blow-off gas" and are recycled to the combustion chamber for combustion with the fuel. However, lubricating oil vapors and exhaust gases are non-combustible gases and only contaminate the pure fuel in the combustion chamber, resulting in inferior combustion and toxic fumes during work.

Another issue with piston rings is the problem of cylinder wall erosion. To ensure that the cylinder wall is completely sealed, the outer diameter of the piston ring will typically be slightly larger than the inner diameter of the cylinder. Piston rings are also generally made of a hard alloy to avoid corrosion problems when the piston is in operation. In addition, the piston ring needs to be compressed before it can be loaded into the cylinder. After that, the piston ring will extend outward and keep tight against the cylinder wall. During the combustion cycle, the piston moves in the cylinder in a very fast manner, while the hard piston ring rubs the cylinder wall in a high-speed manner and creates an erosive condition. As the piston expands outward, the piston ring expands outward more to maintain contact with the eroded cylinder wall. However, this also means that the gap between the piston and the piston ring will increase, causing the problem of oil leakage/gas to become more serious over time.

In addition to the extreme heat generated by the fuel explosion in the combustion chamber during the work, the heat generated by the friction between the piston ring and the cylinder wall is more difficult because it is a continuous process. After the fuel explodes, the exhaust gas is expelled, and new air is introduced into the cylinder to cool the engine and prepare for the next ignition. However, the friction of the cylinder during the cycle of combustion is continuous. The noise and heat generated by the friction of the cylinder wall will unnecessarily consume additional fuel. Actual road tests indicate that when friction problems are improved, more than 20% of fuel can be saved.

In view of this, there is a need in the art for a better method or mechanism for the piston to be sealed in the cylinder to reduce oil/gas and cylinder wall friction. There is also a need in the art for a design that allows the connecting rod or piston connecting rod assembly to withstand the torsional forces caused by the offset without requiring the link to have high inertia.

One of the features of the present invention is to provide a connecting rod that can withstand the torsion caused by the problem of the displacement of the center of the piston pin, the center of the crank pin and the center of the crankshaft without generating high inertia. The connecting rod itself has a small end and a large end, wherein the small end can be connected to the piston and the large end can be connected to the crankshaft. The connecting rod can in turn be integrated with the piston to form a piston connecting rod assembly, and the converted linear motion is a rotary motion. The internal combustion engine can be realized by a connecting rod or a piston connecting rod assembly.

The small end of the connecting rod has a piston pin hole and an upper piston pin hole, wherein the upper piston pin hole is located above the piston pin hole. The piston pin bore has a first axis. When the piston pin is inserted into the piston pin hole, it is disposed along the first axis. Similarly, the upper piston pin bore has a second axis. When the upper piston pin is inserted into the upper piston pin hole, it is disposed along the second axis. The first axis and the second axis are in a direction perpendicular to each other.

The large end of the connecting rod further comprises a crank pin bearing and a crank pin bearing joint, wherein the crank pin bearing joint is located above the crank pin bearing. The crankpin bearing has a crankpin pin bore having a third axis. When the crank pin is inserted into the crank pin hole, the crank pin is disposed along the third axis. The crankpin bearing joint connects the crankpin bearing and the connecting rod portion above the crankpin bearing and allows the bearing to rotate about the fourth axis. The third axis and the fourth axis are in a direction perpendicular to each other.

Preferably, the crank pin bearing joint further comprises a receiving pin, a bearing joint pin hole and a bearing joint pin. The container is connected to the crank pin bearing and the bearing pin hole is disposed along the fourth axis. The bearing joint pin passes through the bearing joint pin hole and the receiving container, so that the crank pin bearing is coupled to the link portion above the crank pin bearing and rotatable about the fourth axis.

Preferably, the connecting rod further comprises a piston pin bearing and an extension member, wherein the piston pin bearing is received in the piston pin bore and the extension member has an upper piston pin bore. The extension member is coupled to the piston pin bearing and above the piston pin bearing.

The piston of the piston connecting rod assembly includes a piston skirt and a piston crown. In addition, the piston connecting rod assembly further includes a piston pin and an upper piston pin. Wherein the piston pin is located in the piston pin bore and connects to opposite sides of the piston skirt, and the upper piston pin is located in the upper piston pin bore and connects the piston crown.

Another feature of the present creation is the replacement of the piston ring with a spring-loaded seal. In one embodiment, the spring-loaded seal includes three layers of respective spring coils interconnected to provide different functions. Wherein, the piston sealing layer is disposed at one end of the spring-type sealing member and has one or more spring rings whose inner diameter is slightly smaller than the outer diameter of the piston portion to be combined with the spring-type sealing member. Further, the piston seal of the spring seal surrounds the piston portion in combination with the spring seal to permanently seal the piston. The cylinder seal is located at the other end of the spring-loaded seal and has one or more coils with an outer diameter slightly larger than the inner diameter of the cylinder. After the spring-loaded seal is installed, the piston in the cylinder causes the cylinder seal of the spring seal to push the cylinder wall from all directions, sealing the cylinder wall whenever possible. In addition, the intermediate portion of the spring-type seal, that is, the portion between the piston seal layer and the cylinder seal layer, is an absorbing layer. The absorbent layer comprises one or more coils having an outer diameter that is less than the inner diameter of the cylinder. Therefore, the absorbing layer does not touch the cylinder wall. Moreover, the inner diameter of one or more of the coils of the absorbent layer is greater than the outer diameter of the portion of the piston to be combined with the spring-loaded seal. Therefore, the absorbing layer does not touch the piston.

Since the spring coil of the absorbing layer can be swayed laterally, the absorbing layer can absorb the vibration and lateral motion caused by the problem of the displacement of the piston and the cylinder when the engine is working at a high speed. That is, the presence of the absorbing layer provides more tolerance for the misalignment of the piston cylinder assembly. In addition, the absorbing layer of the spring-loaded seal also reduces the excess torque generated by the center of the piston pin, the center of the crank pin, and the center of the crankshaft.

The difference in diameter between each sealing layer of the spring-type seal and its corresponding piston and cylinder portion is small. Although the lateral force applied to the sealing contact surface is continuous, the friction generated by the sealing contact surface is negligible because of its slowing property. Therefore, the probability of erosion of the cylinder wall is reduced.

Spring-loaded seals typically have a helical configuration, just like the usual springs. If the spring seal is widened in a lateral manner, the metal straps at the ends of the seal will be shortened to compensate for the change in diameter of the helical structure. Conversely, if the spring seal is tapered laterally, the metal strips at both ends will be lengthened. Such a design provides high flexibility and minimizes lateral forces applied to the sealing surface. Furthermore, the use of lubricating oil allows the spring-loaded seal to move smoothly within the cylinder, thereby minimizing wear on the cylinder wall.

In one embodiment, the spring seal is made of copper, phosphor bronze or other alloy having high thermal conductivity. In this way, the sealing construction will introduce the extremely high thermal energy generated by the fuel explosion in the combustion chamber into the engine body, which helps the piston to cool down and cool.

In addition, the seal provides complete sealing when the sealing layers of the spring seal contain a plurality of coils. For example, on the surface of the piston, each spring ring of the sealing layer seals the sealing surface of the piston in a 360 degree wrap. When an oil leak occurs, the spring ring next to the sealing surface prevents leakage. If there is still a problem with the leak, the second coil can further prevent the leak, and so on. Thus, the above method can solve the problem of leakage caused by the use of the piston ring. A fully sealed piston-cylinder assembly completely separates the fuel from the oil so that no oil can penetrate the combustion chamber to prevent contamination of the fuel with pure fuel. In addition, unburned fuel and exhaust gases will not leak into the crankcase, thus avoiding the problem of handling "blowout" and the generation of toxic fumes. The result of this creation is a cleaner and more efficient engine.

Other features of the present work are disclosed in the different embodiments below.

The following description is directed to methods and components for connecting a piston to a crankshaft and a sealed piston cylinder assembly in a reciprocating internal combustion engine, as will be described in the preferred embodiment. Moreover, any person who is familiar with the art, and does not deviate from the spirit of the creation of a few changes and refinements (including addition and / or reduction), should be covered in the scope of this creation. In order to clearly disclose the present work, certain details may be omitted from the description. However, the following description will enable those skilled in the art to practice the teachings without undue experimentation.

A first feature of the present invention is to provide a method and member for connecting a piston to a crankshaft. In an internal combustion engine, a piston pin is generally disposed below the piston crown and connected to the opposite side of the piston skirt. Some internal combustion engine designs utilize the full diameter of the piston head. In order to minimize the space within the combustion chamber to achieve an optimum fuel compression ratio, the piston ring must be mounted as much as possible at the highest point of the piston neck. Therefore, the piston pin is limited to the lower portion of the piston skirt because the piston pin is located at least below the piston ring.

In order to overcome the problem of torsion caused by the mutual offset between the center of the crankshaft and the center of the piston pin and the center of the crank pin, a method that does not require the link to have a large inertia is to effectively absorb the torque at both ends of the link. In order to achieve the above, a joint may be provided at each end of the connecting rod. More specifically, one joint is disposed at the top of the small end of the connecting rod, and the other joint is disposed at a lower portion of the connecting rod and located immediately above the crankpin bearing cap. In the joint disposed at the small end of the connecting rod, the piston pin at the small end of the connecting rod can move its position in the pin hole of the piston, thereby absorbing the one-way linear force (one-dimensional) caused by the above-mentioned offset. However, the excess torque caused by the misalignment is the rotational nature (two-dimensional). Therefore, the joint attached to the small end of the connecting rod can absorb another linear force perpendicular to the direction of the linear force absorbed by the piston pin. The same concept applies to joints that are placed underneath the connecting rod.

Please refer to FIG. 1 , which is shown at a position where the connecting rod 140 can be provided with a joint. First, there is a space 117 in the piston crown 115 of the piston 110 and above the piston pin in the piston pin bore 148. However, the space 117 cannot be used because a plurality of piston rings 116 are provided around. Among them, the piston pin can only be disposed below the space 117. Although not shown, a joint (also referred to as an upper piston pin) is disposed in the space 117 and abuts against a lower portion of the piston crown 118. Wherein the upper piston pin is located above the piston pin and disposed along a direction perpendicular to the piston pin. Next, look at the big end of the link 140. Although not shown, another joint (also referred to as a crank pin bearing joint) is provided directly above the crank pin bearing 146. The crank pin bearing joint and the upper piston pin are parallel to each other but perpendicular to the piston pin housed in the piston pin hole 149.

Regardless of whether the center of the crankshaft is offset to the left or right, by adding the above-mentioned joint, the connecting rod thus has a tolerability of bending forward or backward to overcome the problem of the center misalignment of the crankshaft, and will not The angle of the piston above the connecting rod has an effect. In other words, the connecting rod can be bent in the oppositely offset direction of the center of the crankshaft to provide a compensating effect. This function also means that the small end of the connecting rod does not need to sway back and forth along the axis of the piston pin, thereby eliminating the hammering effect under the piston crown and in the piston skirt.

When the link having the above two joints dissipates the excess torque by bending itself, the torque applied to the piston pin by the link is also reduced compared to the conventional design. Therefore, the size of the piston pin can be made small. In addition, it is no longer necessary to retain the gap at both ends of the piston pin. Since the piston pin no longer needs to withstand the strong torque from the connecting rod, the piston pin does not need to be composed of too high strength material and does not need to contact the piston skirt.

Please note that this creation uses a total of two piston pins, a conventional piston pin and an upper piston pin. However, the total weight of the two piston pins is less than one piston pin in a conventional design. The reduction in weight is beneficial to the reduction of inertial force.

According to the above, the small end of the connecting rod no longer needs to withstand great torque and hammer force. In addition, the thickness of the piston pin bearing associated with the piston pin can also be reduced. Therefore, for the link portion for pushing the crank pin, the center of the piston pin can be moved to a lower position without affecting its original length. In other words, for the link itself, the total length required to push the crank pin can be shortened. The most efficient conversion when converting linear forces to rotational forces is when the direction of the linear force forms a right angle with the radius of rotation. For example, in the front view of FIG. 2A, the angle ABC is 90 degrees. When the actual length of the connecting rod is shortened, it pushes the angle of the crank pin closer to the highest efficiency angle (i.e., 90 degrees), resulting in better stress efficiency. In the same fuel consumption situation, the engine using the link disclosed in the present invention provides a higher power output than an engine using a conventional connecting rod.

According to the above description, the details of this creation are as follows.

One of the features of the present invention is to provide a connecting rod that can withstand the large torque generated by the mutual displacement of the center of the piston pin, the center of the crank pin, and the center of the crankshaft, without causing the link to generate large inertia. The connecting rod disclosed in the present specification can be integrated with the piston to form an assembly. 3A, 3B, and 3C are respectively a front view, a side view, and an exploded view of the piston rod assembly of one embodiment of the present invention. In addition, the terms used in the specification and the appended claims are as "above", "below", "above", "below", "top", "bottom", "above" and other descriptions. The adjectives are based on the vertical direction 302 in Figures 3A through 3C.

The present application includes a link 340 for connecting the piston 310 and the crankshaft having a small end 342 connectable to the piston 310 and a large end 344 connectable to the crankshaft. Although those skilled in the art can easily distinguish the small end and the big end of the connecting rod, for the sake of clarity, please refer to the following definition: If the connecting rod is in the main axis (such as the center line of the connecting rod 340 in Fig. 3A) 303) is divided into two halves (equal length), the small end of the connecting rod is the upper half of the connecting rod; according to the aforementioned two halves, the big end of the connecting rod is the lower half of the connecting rod.

The small end 342 of the link 340 has a piston pin bore 348 and an upper piston pin bore 420, wherein the upper piston pin bore 420 is located above the piston pin bore 348. The piston pin bore 348 has a first axis 551. When the piston pin 630 is inserted into the piston pin hole 348, it is disposed along the first axis 551. Similarly, the upper piston pin bore 420 has a second axis 552. When the upper piston pin 440 is inserted into the upper piston pin hole 420, it is disposed along the second axis 552. The first axis 551 and the second axis 552 are in a direction perpendicular to each other.

The large end 344 of the link 340 further includes a crankpin bearing 346 and a crankpin bearing joint 450, wherein the crankpin bearing joint 450 is located above the crankpin bearing 346. The crank pin bearing 346 has a crank pin hole 349 having a third axis 553. When the crank pin 640 is inserted into the crank pin hole 349, the crank pin 640 is disposed along the third axis 553. The crank pin bearing joint 450 connects the crank pin bearing 346 and the link portion above the crank pin bearing 346 and rotates the crank pin bearing 346 about the fourth axis 554. The third axis 553 and the fourth axis 554 are in a direction perpendicular to each other.

Preferably, the crankpin bearing joint 450 further includes a receiving vessel 470, a bearing joint pin bore 460 and a bearing joint pin 480. The container 470 is coupled to the crankpin bearing 346, and the bearing joint pin bore 460 is disposed along the fourth axis 554. The bearing joint pin 480 passes through the bearing joint pin bore 460 and the receiving vessel 470, and the crankpin bearing 346 is coupled to the link portion above the crankpin bearing 346 and is rotatable about the fourth axis 554. In one embodiment, the receiving container 470 has one or more receiving container apertures 475 through which the bearing joint pins 480 are threaded to receive the crankpin bearings 346 and the remaining link portions described above. In an embodiment, the bearing street pin hole 460 houses a bearing pin bearing 485 to enclose the bearing pin 480.

Preferably, the link 340 further includes a piston pin bearing 430 and an extension member 435, wherein the piston pin bearing 430 is received in the piston pin bore 348 and the extension member 435 has an upper piston pin bore 420. The extension 435 is coupled to the piston pin bearing 430 and above the piston pin bearing 430. Thus, the extension 435 is integrated into the link 340 and provides the upper piston pin bore 420. The piston pin bearing 430 within the piston pin bore 348 reduces the space 431 that receives the piston pin 630.

The assembly for converting a linear motion into a rotary motion in an internal combustion engine may be comprised of the link 340 disclosed above and a piston 310 coupled thereto. The piston 310 includes a piston skirt 314 and a piston crown 315. In addition, the piston connecting rod assembly further includes a piston pin 630 and an upper piston pin 440. Therein, the piston pin 630 is located in the piston pin bore 348 and connects to opposite sides of the piston skirt 314, while the upper piston pin 440 is located in the upper piston pin bore 420 and connects the piston crown 315. In an embodiment, each end of the upper piston pin 440 is coupled to a corresponding end cap 445. Wherein, each end cap 445 is coupled to the piston cap 318 of the piston 310 through a connector 510.

Compared with the conventional connecting rod, although the above-mentioned disclosed connecting rod is provided with the upper piston pin hole and the crank pin bearing joint, in an embodiment, the connecting rod disclosed in the present invention may only include the upper piston pin hole and One of the crankpin bearing joints, not both. When only the upper piston pin hole or the crank pin bearing joint is used, the piston rod assembly can also withstand the large torque generated by the offset, but the effect may not be as effective as the upper piston pin hole and the crank pin bearing joint.

A second feature of the present invention is a method and member for sealing a piston rod assembly using a spring-loaded seal. Referring to Figure 5A, the spring-loaded seal typically has a helical structure 1001 like a spring. In one embodiment, the helical structure is formed by connecting a portion of the C-shaped coil 1002 in a continuous manner. These partial coils 1002 can be obtained by stamping or contouring thin sheets (such as laser or wire cutting). Each of the partial coils 1002 has a wedge-shaped joint 1003 (a male connector and a female connector) for connecting the other C-shaped partial coils 1002 to obtain a spring coil. The lateral inner surface and the outer surface of the spiral structure 1001 are more ground to achieve a desired inner and outer diameter.

Please refer to Figure 5B. In one embodiment, the spring-loaded seal 1011 includes three layers of respective spring coils interconnected to provide different functions. The piston sealing layer 1012 is disposed at one end of the spring seal 1011 and has one or more spring rings having an inner diameter 1015 that is slightly smaller than the outer diameter of the piston portion to be coupled with the spring seal 1011. Further, the piston seal layer 1012 of the spring seal 1011 surrounds the piston portion that is coupled to the spring seal 1011 to permanently seal the piston. The cylinder seal layer 1014 is located at the other end of the spring seal 1011 and has one or more coils having an outer diameter 1018 that is slightly larger than the inner diameter of the cylinder.

After the spring-loaded seal 1011 is installed, the piston within the cylinder causes the cylinder seal 1014 of the spring-loaded seal 1011 to push the cylinder wall from all directions, sealing the cylinder wall whenever possible. In addition, the intermediate portion of the spring seal 1011, that is, the portion between the piston seal layer 1012 and the cylinder seal layer 1014, is the absorbing layer 1013. The absorbent layer 1013 includes one or more coils having an outer diameter 1016 that is less than the inner diameter of the cylinder. Therefore, the absorbing layer 1013 does not touch the cylinder wall. Moreover, the inner diameter 1017 of the one or more coils of the absorbent layer is greater than the outer diameter of the piston portion to be coupled to the spring seal 1011. Therefore, the absorbing layer 1013 does not touch the piston.

Since the spring coil of the absorbing layer 1013 can be laterally oscillated, the absorbing layer 1013 can absorb vibration and lateral motion caused by the problem of the displacement of the piston and the cylinder when the engine is working at a high speed. That is, the presence of the absorbing layer 1013 provides more tolerance for the misalignment of the piston cylinder assembly. In addition, the absorbent layer 1013 of the spring seal 1011 also reduces excess torque generated by the center of the piston pin, the center of the crank pin, and the center of the crankshaft.

The difference in diameter between each sealing layer of the spring seal 1011 and its corresponding piston and cylinder portion is small. Although the lateral force applied to the sealing contact surface is continuous, the friction generated by the sealing contact surface is negligible because of its slowing property. Therefore, the probability of erosion of the cylinder wall is reduced.

If the spring seal is widened in a lateral manner, the straps at the ends of the seal will be shortened to compensate for the diameter change of the helical structure. Conversely, if the spring-loaded seal is tapered laterally, the strips at both ends will be lengthened. Such a design provides high flexibility and minimizes lateral forces applied to the sealing surface. Furthermore, the use of lubricating oil allows the spring-loaded seal to move smoothly within the cylinder, thereby minimizing wear on the cylinder wall.

In one embodiment, the spring seal is made of copper, phosphor bronze or other alloy having high thermal conductivity. In this way, the seal will introduce extremely high thermal energy generated by the fuel explosion in the combustion chamber into the engine body, which helps the piston to cool down and cool.

In addition, the seal provides complete sealing when the sealing layers of the spring seal contain a plurality of coils. For example, on the surface of the piston, each spring ring of the sealing layer seals the sealing surface of the piston in a 360 degree wrap. When an oil leak occurs, the spring ring next to the sealing surface prevents leakage. If there is still a problem with the leak, the second coil can further prevent the leak, and so on. Thus, the above method can solve the problem of leakage caused by the use of the piston ring. A fully sealed piston-cylinder assembly completely separates the fuel from the oil so that no oil can penetrate the combustion chamber to prevent contamination of the fuel with pure fuel. In addition, unburned fuel and exhaust gases will not leak into the crankcase, thus avoiding the problem of handling "blowout" and the generation of toxic fumes. The result of this creation is a cleaner and more efficient engine.

Please refer to Figures 6A and 6B. In an embodiment, the spring-loaded seal 1021 is disposed to the piston in a manner similar to a piston ring. The piston typically includes a piston crown that includes a body 1022 and a piston cap 1023. A recess 1024 is formed at one end of the body connecting piston cap 1023, wherein the recess 1024 has a smaller diameter than the body 1022. The spring seal 1021 is completely sleeved in the recess 1024, wherein the spring ring of the piston seal layer tightly surrounds the surface of the recess 1024. After the spring-loaded seal 1021 has been installed, the piston cap 1023 is fixed to the body 1022 by screwing, and the spring-type seal 1021 is fixed around the recess 1024 as shown in FIG. 6B. Other ways of connecting the piston cap 1023 to the piston crown body 1022 include the use of a spiral piston cap in which the piston cap 1023 and the piston crown body 1022 are each provided with a grain. Since the piston cap 1023 is directly exposed to the combustion chamber, the piston cap 1023 is typically a tough alloy such as a titanium alloy.

Please refer to Figures 7A to 7C. In another embodiment, the piston cap 1033 is a retaining ring that covers only the recess 1034 of the piston crown body 1032 (set by the spring-loaded seal 1031). More specifically, the piston cap 1033 is sleeved on the protrusion 1035 of the crown body 1032, wherein the protrusion 1035 has a smaller diameter than the recess 1034. In order to fix the piston cap 1033 around the projection 1035, one of the methods is to use a spiral means, that is, the inner side wall of the piston cap 1033 and the side wall 1035 of the projection have mutually corresponding threads. Other ways of joining include soldering or screw locking.

An internal combustion engine is achievable by including the above-described connecting rod, spring-loaded seal, piston-cylinder connecting rod assembly, or any combination thereof.

The above description of the present invention is provided for illustrative purposes and is not intended to limit the exact form of the present invention. Many variations and modifications are apparent to those skilled in the art.

The above embodiments are provided to illustrate the principles of the present invention and its application, and thus, those skilled in the art can understand various embodiments of the present invention and its application to the changes in the application. The scope of the present invention is based on the scope of the appended claims and their equivalents.

110‧‧‧Piston
114‧‧‧Piston skirt
115‧‧‧ piston crown
116‧‧‧Piston ring
117‧‧‧ space
118‧‧‧ piston cap
140‧‧‧ Connecting rod
142‧‧‧Little End
144‧‧‧ big endian
146‧‧‧Crankshaft pin bearing
148‧‧ ‧ pinhole
149‧‧‧ crankshaft hole
302‧‧‧Vertical direction
303‧‧‧Central Line
310‧‧‧Piston
314‧‧‧Piston skirt
315‧‧‧ piston top
318‧‧‧ piston cap
340‧‧‧ Connecting rod
342‧‧‧Little End
344‧‧‧ big endian
346‧‧‧ bearing
348‧‧‧Piston pin hole
349‧‧‧ crankshaft pin hole
420‧‧‧Upper piston pin hole
430‧‧‧Piston pin bearing
431‧‧‧ Space
435‧‧‧Extensions
440‧‧‧Upper piston pin
445‧‧‧End cap
450‧‧‧bearing joint
460‧‧‧ bearing joint pin hole
470‧‧‧ by container
475‧‧‧ by container hole
480‧‧‧bearing pin
485‧‧‧bearing pin bearing
510‧‧‧Connecting parts
551‧‧‧first axis
552‧‧‧second axis
553‧‧‧third axis
554‧‧‧fourth axis
630‧‧‧ piston pin
640‧‧‧ crank pin
801‧‧‧Piston ring
802‧‧‧Piston
1001‧‧‧Spiral structure
1002‧‧‧Partial coils
1003‧‧‧Wedge joint
1011‧‧‧Spring seals
1012‧‧‧ piston seal
1013‧‧‧Absorbent layer
1014‧‧‧Cylinder seal layer
1015‧‧‧ piston seal inner diameter
1016‧‧‧Abstake layer outer diameter
1017‧‧‧Absorber inner diameter
1018‧‧‧Cylinder seal outer diameter
1021‧‧‧Spring seals
1022‧‧‧ piston crown body
1023‧‧‧ piston cap
1024‧‧‧ recess
1031‧‧‧Spring seals
1032‧‧‧ piston crown body
1033‧‧‧ piston cap
1034‧‧‧ recess
1035‧‧‧ protrusion

[Fig. 1] A schematic view of a conventional connecting rod connecting piston. [Fig. 2A] A schematic view of the internal combustion engine in an ideal operating condition in which the center of the piston pin, the center of the crank pin, and the center of the crankshaft are aligned with each other and in the same plane. [Fig. 2B] is a schematic view of the case where the internal combustion engine is often foreseen when it is actually used, wherein the centers described above are not in the same plane. [Fig. 3A-3C] is a schematic view of a piston connecting rod assembly according to an embodiment of the present invention, wherein the 3A, 3B, and 3C are respectively a front view and a side view of the assembly. And the explosion map. [Fig. 4A] A perspective view of a conventional piston and piston ring (unmounted state). [Fig. 4B] A perspective view of a conventional piston and piston ring mounted to each other. [Fig. 5A] A perspective view of an embodiment of a spring-loaded seal of the present invention. [Fig. 5B] Fig. 5 is a perspective view of the piston seal layer, the absorbing layer and the cylinder seal layer of the spring type seal according to Fig. 5A. [Fig. 6A-6B] A perspective view of a piston and a spring type seal according to an embodiment of the present invention, wherein Fig. 6A is a state in which the two are separated, and Fig. 6B is a state in which the two are combined. [Fig. 7A-7C] Fig. 7A-7C is a cross-sectional view showing the composition of a piston spring type seal according to an embodiment of the present invention, wherein Fig. 7A shows the state of the combination of the piston and the spring type seal, and Fig. 7B shows the combination of the piston and the piston cap. The state (without spring-loaded seal) and the 7C diagram show the state in which the piston is separated from the piston cap.

302‧‧‧Vertical direction

303‧‧‧Central Line

310‧‧‧Piston

314‧‧‧Piston skirt

315‧‧‧ piston crown

318‧‧‧ piston cap

340‧‧‧ Connecting rod

342‧‧‧Little End

344‧‧‧ big endian

346‧‧‧Crankshaft pin bearing

349‧‧‧ crankshaft pin hole

430‧‧‧Piston pin bearing

431‧‧‧ Space

435‧‧‧Extensions

440‧‧‧Upper piston pin

445‧‧‧End cap

450‧‧‧Crankshaft pin bearing joint

510‧‧‧Connecting parts

552‧‧‧second axis

554‧‧‧fourth axis

Claims (10)

A connecting rod is used for connecting a piston and a crankshaft, the connecting rod has a small end connected to the piston, the small end is connected to the crankshaft, and the connecting rod comprises: a piston pin hole at the small end, The piston pin hole has a first axis. When a piston pin is disposed in the piston pin hole, the piston pin is disposed along the first axis; an upper piston pin hole is located above the piston pin hole; the upper piston pin The hole has a second axis. When an upper piston pin is disposed on the upper piston pin hole, the upper piston pin is disposed along the second axis, wherein the first axis and the second axis are in a direction perpendicular to each other; a crankpin bearing is located at the big end, the crankpin bearing has a crankpin pin having a third axis, the crankpin is disposed along the third axis when a crankpin is inserted into the crankpin And a crankpin bearing joint is located at the big end and above the crankpin bearing, the crankpin bearing joint is connected to the crankpin bearing and the connecting rod above the crankpin bearing, and the crankpin bearing can be Around the first Axis, wherein the third axis and the fourth axis being mutually perpendicular. The connecting rod of claim 1, wherein the crankpin bearing street comprises: a receiving container connected to the crankpin bearing; a crankpin bearing joint disposed along the fourth axis; and a crankpin bearing joint pin passing through The crank pin bearing joint pin hole and the receiving container connect the crank pin bearing to a portion of the crank pin bearing above the connecting rod and rotatable about the fourth axis. The connecting rod according to claim 1, further comprising: a piston pin bearing located in the piston pin hole; and an extension member having the upper piston pin hole, the extension member connecting the piston pin bearing and located at the piston pin bearing Above. A connecting rod is used for connecting a piston and a crankshaft, the connecting rod has a small end connected to the piston, the small end is connected to the crankshaft, and the connecting rod comprises: a piston pin hole at the small end, The piston pin hole has a first axis. When a piston pin is disposed in the piston pin hole, the piston pin is disposed along the first axis; and an upper piston pin hole is located above the piston pin hole; the upper piston The pin hole has a second axis. When an upper piston pin is disposed on the upper piston pin hole, the upper piston pin is disposed along the second axis, wherein the first axis and the second axis are perpendicular to each other . A connecting rod is used for connecting a piston and a crankshaft, the connecting rod has a small end connected to the piston, the small end is connected to the crankshaft, and the connecting rod comprises: a crankpin bearing at the big end, The crank pin bearing has a crank pin hole having a third axis, the crank pin is disposed along the third axis when a crank pin is inserted into the crank pin hole; and a crank pin bearing joint is located at the crank pin a large end is located above the crankpin bearing, the crankpin bearing joint is connected to the crankpin bearing and a portion of the connecting rod above the crankpin bearing, and the crankpin bearing is rotatable about a fourth axis, wherein The third axis and the fourth axis are in a direction perpendicular to each other. A piston cylinder assembly comprising: a piston; a cylinder; and a spring seal for sealing the piston and the cylinder; wherein the spring seal comprises a plurality of coils, each of the coils being connected to the other The coil is formed to form a spiral structure; wherein the spiral structure further has four circle bodies of different diameters, two of the circle bodies are inner circle bodies, and the other two of the circle bodies are outer circle bodies; The four circular bodies form a piston sealing layer on a first end of the spring seal, a cylinder sealing layer on a second end of the spring seal and an absorbing layer sealed to the cylinder in the piston sealing layer Between the layers. The piston cylinder assembly of claim 6, wherein the piston sealing layer has one or more spring rings having an inner diameter slightly smaller than an outer diameter of the piston portion to be coupled with the spring seal, such that the piston a spring ring of the sealing layer tightly surrounding the piston portion in combination with the spring seal to permanently seal the piston; wherein the cylinder sealing layer has one or more spring rings having an outer diameter slightly larger than the cylinder An inner diameter, after the spring seal is installed, the piston in the cylinder causes the cylinder seal layer to push the cylinder wall from all directions, whenever the cylinder wall is sealed; and the absorbing layer comprises one or more springs a ring having an outer diameter smaller than an inner diameter of the cylinder, such that the absorbent layer does not touch the cylinder wall, and the inner diameter of the one or more coils of the absorbent layer is greater than the piston portion combined with the spring seal Outer diameter, therefore the absorption layer Will not touch the piston. An internal combustion engine comprising: the connecting rod according to claim 1. An internal combustion engine comprising: the piston cylinder assembly of claim 6. An internal combustion engine comprising: a connecting rod of claim 1 and a piston cylinder assembly of claim 6.