WO1998021459A1 - Mecanisme de vilebrequin decale pour moteur a combustion interne - Google Patents

Mecanisme de vilebrequin decale pour moteur a combustion interne Download PDF

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Publication number
WO1998021459A1
WO1998021459A1 PCT/US1996/018199 US9618199W WO9821459A1 WO 1998021459 A1 WO1998021459 A1 WO 1998021459A1 US 9618199 W US9618199 W US 9618199W WO 9821459 A1 WO9821459 A1 WO 9821459A1
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WO
WIPO (PCT)
Prior art keywords
crankshaft
piston
connecting rod
offset
piston cylinder
Prior art date
Application number
PCT/US1996/018199
Other languages
English (en)
Inventor
Edward A. Garvin
Original Assignee
Garvin Edward A
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 Garvin Edward A filed Critical Garvin Edward A
Priority to AU77305/96A priority Critical patent/AU7730596A/en
Priority to PCT/US1996/018199 priority patent/WO1998021459A1/fr
Publication of WO1998021459A1 publication Critical patent/WO1998021459A1/fr

Links

Classifications

    • 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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups

Definitions

  • the present invention relates to an improvement in the crankshaft mechanism of an internal combustion engine which allows for greater efficiency and increased torque. More specifically, the invention includes an offset crankshaft located such that at a point during the power stroke the crank of the crankshaft is perpendicular to the vertical axis of the piston cylinder and the connecting rod is substantially collinear with the vertical axis of the piston cylinder. Interference between the connecting rods and the pistons is prevented by setting the crankshaft far enough below the piston cylinders to create a low return stroke angle.
  • U.S. Patent Number 1,956,804, issued on May 1, 1934, to Andre J. Meyer discloses an engine design in which the crankshaft axis is offset to the opposite side of the longitudinal plane of the engine containing the valve shaft in order to allow a more compact engine design.
  • U.S. Patent Number 4,708,096, issued on November 24, 1987, to Joseph Mroz discloses an engine with a crankshaft that is offset from the center line of the power cylinder in a direction to increase the torque exerted on the crankshaft.
  • Patent Number 5,186,127, issued on February 16, 1993, to Lorenzo Cuatico discloses an engine with an offset crankshaft and a connecting rod with an offset journal pivotally secured to the piston which prevents the piston cylinder from interfering with the connecting rod during the return stroke.
  • the above patents fail to maximize the torque exerted on the crankshaft and fail to disclose the benefits of increasing the length of the connecting rod.
  • U.S. Patent Number 5,076,220, issued on December 31, 1991, to Hugh G. Evans et al . discloses an internal combustion engine having a crankshaft which is offset from the central plane common to the longitudinal axes of the cylinders.
  • the crankshaft is oriented such that when the piston is at top dead center the connecting rod and the cylinder axis form an angle of at least twelve degrees .
  • the patent to Evans et al . fails to disclose a crankshaft mechanism which maintains a small return stroke angle of the connecting rod to minimize the frictional forces between the pistons and the piston cylinders.
  • the patent to Evans et al . also fails to disclose the benefits of increasing the length of the connecting rod.
  • United Kingdom Patent Application Number 2, 219, 345 (A) published on December 6, 1989, discloses an offset engine crankshaft arrangement wherein the longitudinal plane of the connecting rod is substantially parallel with the longitudinal axis of the cylinder through the period about ninety degrees of crank movement after piston top dead center during the power phase of the engine cycle.
  • the United Kingdom patent application fails to disclose the benefits of increasing the length of the connecting rod and moving the crankshaft further away from the piston cylinder, thereby increasing combustion pressure at top dead center and reducing the return stroke angle of the connecting rod which will minimize the frictional forces between the pistons and the piston cylinders.
  • the present invention relates to an improvement in the crankshaft mechanism of an internal combustion engine which allows for greater efficiency and increased torque. More specifically, the invention includes an engine block, a crankcase, one or more piston cylinders each having a piston reciprocally disposed therein, a rotatable crankshaft longitudinally disposed within the crankcase and being offset at a predetermined distance from the vertical axis of the piston cylinder, a crank, and one or more connecting rods connecting the pistons to the crankshaft.
  • the offset crankshaft is located such that at a point during the power stroke the crank is perpendicular to the vertical axis of the piston cylinder and the connecting rod is substantially collinear with the vertical axis of the piston cylinder.
  • the crankshaft must be located far enough below the piston cylinders and the connecting rods must be long enough to prevent interference between the connecting rods and the piston cylinders.
  • crankshaft mechanism for use in a variety of internal combustion engines which allows for greater efficiency and increased torque over conventional internal combustion engines.
  • crankshaft mechanism which can maximize the torque placed on the crankshaft and prevent interference between the connecting rods and the pistons by setting the crankshaft far enough below the piston cylinders to create a low return stroke angle.
  • Another object of the invention is to provide a crankshaft mechanism designed to increase the efficiency of conventional internal combustion engines by using longer connecting rods which increases the dwell of the piston at top dead center, thereby increasing the combustion pressure generated in the combustion chamber at top dead center which increases the torque and horsepower output of the engine .
  • Still another object of the invention is to provide a crankshaft mechanism designed to increase the efficiency of conventional internal combustion engines by using longer connecting rods which reduces the friction between the pistons and the piston cylinders.
  • Figure 1 is a simplified illustrative view of the offset crankshaft mechanism in an internal combustion engine showing the position of the connecting rod and crank during the power stroke of the piston.
  • Figure 2 a simplified illustrative view of the offset crankshaft mechanism in an internal combustion engine showing the piston at the bottom dead center position.
  • Figure 3 a simplified illustrative view of the offset crankshaft mechanism in an internal combustion engine showing the position of the connecting rod and crank during the return stroke of the piston.
  • Figure 4 a simplified illustrative view of the offset crankshaft mechanism in an internal combustion engine showing the piston at the top dead center position.
  • the present invention relates to an offset crankshaft mechanism 10 for an internal combustion engine which includes a conventional engine block 23 and crankcase 13, one or more piston cylinders 22, a piston 20 reciprocally disposed in each piston cylinder, a rotatable crankshaft 11, and a connecting rod 16 connecting the piston 20 to the crank 12.
  • the crankshaft 11 is offset a distance 15 such that the longitudinal axis of the connecting rod 16 becomes aligned with the vertical axis of the piston cylinder 22 and perpendicular to the crank 12 at a point during the power stroke, as shown in Figure 1.
  • crankshaft 11 is also located far enough below the piston cylinder 22 to prevent interference between the connecting rod 16 and the piston cylinder 22 and the length of the connecting rod 16 is longer than a conventional connecting rod in order to decrease the frictional forces between the pistons 20 and the piston cylinders 22.
  • Figures 1 through 4 show the offset crankshaft mechanism 10 of the present invention being used in a simplified model of a conventional internal combustion engine.
  • the details of the features of the engine are not important to the present invention, therefore the present invention can be used in various types of diesel, gasoline, natural gas engines, as well as, in engines using pressurized steam, air, or fluid.
  • the focus of the present invention is on the configuration of the various features and the mechanical benefits that are derived therefrom.
  • the engine configuration used in Figures 1 through 4 has a crankcase 13 located below the engine block 23.
  • a rotatable crankshaft 11 is longitudinally disposed within the crankcase and rotates about an axis.
  • a piston cylinder 22 is provided in the engine block and a piston 20 is reciprocally disposed in the piston cylinder 22.
  • the piston 20 is pivotally connected to the connecting rod 16 by wrist pin 18 and the connecting rod 16 is rotatably connected to the crank 12 by pin 14.
  • the combustion chamber 21 is located between the top of the piston 20 and the piston cylinder 22.
  • a typical gasoline powered engine would also include intake and exhaust valves (not shown) connected to the combustion chamber and a spark plug (not shown) to ignite the fuel.
  • Figure 1 shows the axis of the crankshaft 11 offset a distance 15 such that the longitudinal axis of the connecting rod 16 is collinear with the vertical axis of the piston cylinder 22 and perpendicular to the crank 12 during the power stroke.
  • the orientation of the connecting rod 16 and the crank 12 in Figure 1 results in the largest possible torque being placed on the crankshaft 11 by the piston 20.
  • the crankshaft 11 is offset to the left of the axis of the piston cylinder 22 so that when the crankshaft 11 rotates in a clockwise direction the connecting rod 16 will reach a vertical position on the power stroke.
  • Figure 2 shows the piston 20 at the bottom dead center position 24 and Figure 4 shows the piston 20 at the top dead center position 26.
  • the distance between point 24 and point 26 is called the stroke distance of the piston 20.
  • the stroke distance and the diameter of the piston cylinder determine the amount of work that will be done on the piston 20 by the igniting fuel.
  • the distance between the axis of the crankshaft 11 and the axis of pin 14 is called the throw of the crank 12.
  • the stroke distance equals twice the throw of the crank.
  • the stroke distance is greater than twice the throw of the crank 12. For example, using the dimensions of the preferred embodiment, if the throw of the crank is 2.977 inches, the connecting rod is twenty-four inches in length and the offset is 2.977 inches, the stroke of the piston is 6.000 inches, rather than 5.953 inches as it would be in a conventional engine configuration. The extra stroke distance allows a more complete burning of the fuel and therefore the engine produces less pollution.
  • crankshaft Using the dimensions discussed above and assuming a constant angular velocity of the crankshaft 11, the speed of the power stroke is slower than the speed of the return stroke due to the geometric configuration of the offset .
  • the crank 12 At top dead center the crank 12 is at an angle ⁇ which equals 6.335 degrees as compared to the axis of the piston cylinder 22.
  • the crank 12 At the bottom dead center the crank 12 is at an angle ⁇ which equals 188.139 degrees as compared to the axis of the piston cylinder 22.
  • the crank 12 would travel one hundred eighty degrees to the bottom dead center position but using the dimensions discussed above the crank 12 travels 181.805 degrees to the bottom dead center position 2 .
  • the non-adiabatic compression on the return stroke should be higher then on a conventional four cycle engine.
  • the resulting higher compression ratio would result in higher than normal air temperature which would result in a more effective combustion of the fuel and less pounds of fuel per brake horsepower hour in an engine using primarily compressed heated air to cause combustion, i.e. the diesel type.
  • the present invention can be used in any two or four cycle reciprocation engine (or pump) that primarily turns in one direction.
  • crankshaft 11 One problem that arises when the crankshaft 11 is offset is the potential that the piston cylinder 22 or piston skirt (not shown) will interfere with the connecting rod 16 on the return stroke at point 28 in Figure 3.
  • a second problem that offsetting the crankshaft 11 tends to create is that it increases the angle of the connecting rod 16 on the return stroke as compared to the axis of the piston cylinder which thereby increases the frictional forces between the piston 20 and the piston cylinder 22. The increase in friction can create excessive wear on the piston 20 and piston cylinder 22 and cause them to fail prematurely.
  • the present invention solves both of the above problems by orienting the crankshaft 11 well below the piston cylinder 22 and increasing the length of the connecting rod 16 while maintaining the crankshaft 11 at the same offset. The further the crankshaft 11 is below the piston cylinder, the smaller the return stroke angle which not only reduces the amount of friction between the piston 20 and the piston cylinder 22 but also lowers the chance of interference between the piston cylinder 22 and the connecting rod 16.
  • a conventional engine using a twelve inch long connecting rod and a crank with a three inch throw which is positioned on the axis of the piston cylinder will have the same maximum return stroke angle for the connecting rod as will a crank with a three inch throw and which has a three inch offset and a twenty- four inch connecting rod.
  • the connecting rod in the offset configuration will never pass vertical during the power stroke.
  • the offset configuration with longer connecting rods will reduce the overall friction between the pistons and the piston cylinders by reducing the average angle between the connecting rod and the axis of the piston cylinder.
  • the use of a relatively long connecting rod has the added benefit of increasing the dwell of the piston at top dead center.
  • the increased dwell at top dead center when the combustion chamber is at the smallest area will generate higher combustion pressure within the combustion chamber at top dead center if ignition of the fuel is properly started.
  • the high combustion pressure will create more force on the piston which will therefore generate more torque and horsepower then is present in a conventional engine.
  • the crankshaft 11 should be located far enough below the piston cylinder 22 to prevent interference between the connecting rod 16 and the piston cylinder 22.
  • the preferred length of the connecting rod 16 is about four times as long as the stroke distance.
  • the vertical axis of the piston cylinder 22 and the connecting rod 16 form an angle ⁇ of about six degrees when the connecting rod 16 and the crank 12 are axially aligned and the piston 20 is in a top dead center position, as shown in Figure 4.
  • the location of the crankshaft 11 in relation to the piston cylinder 22 may be varied upward or downward depending on the needs of the user. If the position of the crankshaft 11 is varied the length of the connecting rod 16, the amount of offset 15, and the throw of the should also be varied according to the preferred dimensions discussed in the previous paragraph. Factors that effect the user's decision include the potential interference between the piston cylinder 22 and the connecting rod 16, the frictional forces between the piston 20 and the piston cylinder 22 due to the angle of the connecting rod 16 on the return stroke, and the weight and size of the engine.
  • the configuration described in the present invention can also be used as a compressor mechanism if the crankshaft is rotated in a counterclockwise direction.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

Cette invention concerne un mécanisme de vilebrequin décalé (10) destiné à un moteur à combustion interne, lequel mécanisme permet d'obtenir une plus grande efficacité et un couple plus important. Ce mécanisme fait appel aux éléments suivants: un bloc moteur (23); un carter (13); un ou plusieurs cylindres (22) qui contiennent chacun un piston (20) capable d'effectuer un mouvement de va-et-vient; un vilebrequin rotatif (11) qui est disposé longitudinalement dans le carter (13), et qui est décalé selon une distance prédéterminée par rapport à l'axe vertical du cylindre (22); et enfin, une ou plusieurs bielles (16) qui relient les pistons (20) au vilebrequin. Le vilebrequin (11) est disposé de manière à ce que, à un moment du cycle moteur, il soit perpendiculaire à l'axe vertical du cylindre (22), et à ce que la bielle (16) se trouve en une position sensiblement colinéaire par rapport audit axe vertical. Le vilebrequin (11) est disposé suffisamment loin des cylindres (22) des pistons de manière à ce que les bielles (16) ne viennent heurter lesdits cylindres (22). Il est préférable d'utiliser des bielles d'une grande longueur de manière à accroître la compression dans la chambre de combustion au point mort haut, et à réduire l'angle du cycle de retour afin de diminuer la friction entre les pistons (20) et les cylindres (22).
PCT/US1996/018199 1996-11-14 1996-11-14 Mecanisme de vilebrequin decale pour moteur a combustion interne WO1998021459A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU77305/96A AU7730596A (en) 1996-11-14 1996-11-14 Offset crankshaft mechanism for an internal combustion engine
PCT/US1996/018199 WO1998021459A1 (fr) 1996-11-14 1996-11-14 Mecanisme de vilebrequin decale pour moteur a combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1996/018199 WO1998021459A1 (fr) 1996-11-14 1996-11-14 Mecanisme de vilebrequin decale pour moteur a combustion interne

Publications (1)

Publication Number Publication Date
WO1998021459A1 true WO1998021459A1 (fr) 1998-05-22

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PCT/US1996/018199 WO1998021459A1 (fr) 1996-11-14 1996-11-14 Mecanisme de vilebrequin decale pour moteur a combustion interne

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AU (1) AU7730596A (fr)
WO (1) WO1998021459A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1606591A (en) * 1916-11-14 1926-11-09 Muller Friedrich Internal-combustion engine working with auxiliary pump cylinders
US4664077A (en) * 1984-09-28 1987-05-12 Fuji Jukogyo Kabushiki Kaisha Reciprocating internal combustion engine
US4708096A (en) * 1986-02-24 1987-11-24 Joseph Mroz Internal combustion engine
US4945866A (en) * 1987-03-26 1990-08-07 Chabot Jr Bertin R Altered piston timing engine
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
US5544627A (en) * 1995-03-21 1996-08-13 Terziev; Nicola Engine design for gasoline/diesel engines

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1606591A (en) * 1916-11-14 1926-11-09 Muller Friedrich Internal-combustion engine working with auxiliary pump cylinders
US5076220A (en) * 1980-12-02 1991-12-31 Hugh G. Evans Internal combustion engine
US4664077A (en) * 1984-09-28 1987-05-12 Fuji Jukogyo Kabushiki Kaisha Reciprocating internal combustion engine
US4708096A (en) * 1986-02-24 1987-11-24 Joseph Mroz Internal combustion engine
US4945866A (en) * 1987-03-26 1990-08-07 Chabot Jr Bertin R Altered piston timing engine
US5186127A (en) * 1991-01-28 1993-02-16 Lorenzo Cuatico Internal combustion engine with offset connecting journal
US5544627A (en) * 1995-03-21 1996-08-13 Terziev; Nicola Engine design for gasoline/diesel engines

Also Published As

Publication number Publication date
AU7730596A (en) 1998-06-03

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