WO2006038898A1

WO2006038898A1 - An engine

Info

Publication number: WO2006038898A1
Application number: PCT/TR2005/000051
Authority: WO
Inventors: Hasan Basri Ozdamar
Original assignee: Hasan Basri Ozdamar
Priority date: 2004-10-08
Filing date: 2005-10-06
Publication date: 2006-04-13
Also published as: EP1797301A1; EA010226B1; EA200700811A1

Abstract

This invention is related to an internal combustion engine having an improved crank shaft which can move independent from the connecting rod.

Description

AN ENGINE

Technical Field

This invention is related to rotary eccentric bolt engines. In those type of engines linear movement of piston is transmitted to the crank shaft via gears and as crank shaft rotates once, the double faced gear wheel rotates half cycle. Also, the axes of the crank shaft and the cylinder are eccentric. In the engine which is the subject matter of this invention 95% of the power is transmitted via a stepped gear wheel, whereas only 5% power is transmitted via crank shaft. That 95% power transmitted via the gear wheel rotates the crank shaft with the maximum moment arm by acting on the crank shaft bolt tangentially, therefore, the engine which is the subject matter of this invention can also be called a rotary engine with piston.

Prior Art

Two cycle or four cycle internal combustion engines, wherein the movement of the piston is transmitted to the crack shaft via connecting rod are known in the state of the art. As connecting rod is directly connected to the crank shaft bolt, the diameter of the rotation cycle of the crank shaft bolt is equal to the diameter of the piston cam. Thus, in prior art engines, the time spent during the intake and work time is equal. The linear movement of the piston is transmitted to the crank shaft via a moment arm which changes constantly. For instance, the moment arm is zero at 0 degree, it gets larger gradually and reaches to the maximum at 90 degrees. Afterwards, it gets smaller to zero at 180 degrees.

As a result of this situation, the pressure that builds up in the cylinder cannot be transmitted to the crank shaft in the most proper way. In order to solve this problem, an engine has been proposed in the international patent application No. WO 02/061248 by the same applicant. In this engine, connecting rod is mounted to the crank shaft bolt along with a gear wheel and this gear wheel is linked to another double faced gear wheel connected to the crank shaft. Thus, the connecting rod moves elliptically on the crank shaft and the piston connected to the connecting rod allows the combustion to take place in a longer time by moving slowly down the crank shaft bolt.

On the other hand, in the prior art engines, opening and closing of the cams, intake and exhaust valves, putting oil or fuel pumps into use and out of use are conducted simultaneously and serious thermodynamical losses are experienced.

Also, in prior art engines parts such as eccentric shaft and the gear moving it, trigger belt or chain bearing increase the cost and cause power loss due to high friction.

In addition to that, as known, in traditional engines, intake valve is bigger than the exhaust valve. In such engines, the exhaust valve is formed as large as possible so as to move out the exhaust gases. This prevents the intake valve to be manufactured even larger and thereby results in an insufficient amount of air to be sucked into the cylinder. These are the factors that decrease the thermodynamical efficiency.

Brief explanation of the invention

The object of this invention is to obtain an engine which transmits the power obtained by the fuel more efficiently.

Another object of this invention is to obtain an engine in which the parts such as oil pump, injection pump, exhaust pump, intake pump are commanded in a more proper and prompt timing.

Yet, another object of this invention is to provide a stable engine that does not vibrate and produce noise when running.

Yet another object of this invention is to obtain an engine easy to manufacture and of low cost. In the engine which is the subject matter of this invention, there is not any direct connection between the crank shaft and connecting rod and the movement received from the connecting rod is transmitted outside via a pinion gear and a series of gear wheels. Also, in the engine of this invention, by manufacturing the counterweight lighter and the eccentric bolt heavier, an imbalance on the side of the connecting rod about the bolt axis. The present engine provides important advantages in comparison to the prior art engines. Firstly, the projections provided on the double faced gear wheel in the engine replace the cam shaft and facilitates the opening and closing of the intake and exhaust valves, and also the running the fuel and oil pumps. Also, since the diameter of the said wheel is very large, it controls the timing of opening and closing of the valves more properly. This in return eliminates the problems of early opening and late closing and provides substantial thermodyamical benefits.

On the other hand, the elimination of the cam shaft and its gear, trigger belt and chain bearing which are present in traditional engines, cots is decreased substantially and due to less friction, power and efficiency gains are obtained. In addition to these, in the system of this invention, since a counter pressure is needed in the cylinder during exhausting of the gases, the exhaust valve is provided as small as possible. This in return brings two important advantages: a) The space obtained due to the reducing the size of the exhaust valve in the cylinder lid is filled by the increased size of the intake valve, thus intake is facilitated and efficiency is increased. b) Since the size of the exhaust opening is reduced , in accordance with the Bernoulli Law, the exhaust gases exit faster and in case a turbo fan is used, it delivers sufficient air into the cylinder and this in return increases the thermodynamical efficiency.

Also, in prior art engines, balance is only calculated with respect to the crank shaft. Whereas, in the present engine, balance is first calculated on the bolt axis and then on the whole crank shaft. This provides the evaluation of the balance on the bolt in a more efficient way. On the other hand, as complete balance is obtained on the crank shaft, engine runs without vibration despite of the imbalance on the bolt.

Detailed description of the invention

The engine realized to attain the objects of this invention has been illustrated in the attached drawings, wherein ;

Figure 1 is the perspective schematic view of the engine according to this invention; Figure 2 is the schematic cross section of the engine according to this invention; Figures 3a-3h are the cross sectional schematic view of the engine with various crank shaft angles;

Figure 4 is the schematic view sowing the effect of the centrifugal force on the rotation of crank shaft in an embodiment of the invention; Figures 5a-5b are the schematic cross sectional view of the engine with various crank shaft angles in another embodiment of the invention;

Figure 6 is the schematic view showing the effect of the centrifugal force on the rotation of the crank shaft in another embodiment of the invention;

Figure 7 is the perspective view of the engine according to another embodiment of the invention;

Figure 8 is the schematic side view of the crank shaft used in the present engine;

Figure 9 is a perspective schematic view of another embodiment of the present engine;

Figure 10 is the cross sectional view along the line F-F in another embodiment of the eccentric bolt.

The components shown in the drawings are given reference numerals as follows:

1. Piston;

2. Cylinder; 3. Connecting rod;

4. Pinion gear;

5. Eccentric bolt; 5 a Housing

6. Crank shaft; 9. Double faced gear wheel;

10. Gear wheel;

11. Stepped gear wheel;

13. Counterweight;

14. Projection; 15. Bolt;

Z crank shaft axis

K point of intersection of the crank shaft axis (Z) with the plane of the page

X eccentric bolt axis

P point of intersection of the eccentric bolt axis (X) with the plane of the page Y bolt axis

D point of intersection of the bolt axis (Y) with the plane of the page

The engine of the present invention basically comprises at least a cylinder (2) in which the combustion takes place and a piston (1) moving back and forth within that cylinder.

Linear movement of the piston (1) within the cylinder (2) is converted to a rotational movement by means of a connecting rod (3) mounted to that piston (1). An eccentric bolt (5) is connected to the outer end of the connecting rod to rotate freely. A pinion gear (4) is fixed to the camshaft placed onto the bolt and extending vertically to the eccentric bolt (5) plane. Pinion gear (4) is in contact with the teeth of the double faced gear wheel (9). Thus, the movement of the connecting rod caused by the piston is transmitted to the double faced gear wheel as a rotational movement. The rotational movement of the double faced gear wheel (9) is conveyed out via two ways: One of them is a crank shaft (6) rotating together with a coaxial gear (Z). Unlike the prior art, in the present engine, there is not a direct connection with the crank shaft (6) and connecting rod (3) but there is a moving eccentric bolt (5) in between.

Also, the crank shaft (6) in the present engine is half the size of the crank shaft of the prior art and has right-angled Z form (Figure 8). A second gear wheel (10) coaxial with the crank shaft (6) rotates together with the crank shaft (6).

Both this gear wheel (10) and a stepped gear wheel (11) in connection with the double faced gear wheel forms a second line to transfer the rotational movement out.

In addition to the above, a counterweight (13) having an asymmetrical form is provided in the present engine which is coaxial with the pinion gear (4).

In the present invention, by providing this counterweight (13) lighter and the eccentric bolt (5) heavier than those in the prior art, an imbalance is provided at the connecting rod (3) side. However, there is no imbalance about the crank shaft axis (Z).

Said imbalance causes various effects as the crank shaft (6) rotates. Considering the clockwise rotation of the engine (SY) as positive (+), the effects of the 360° rotation of the eccentric bolt are explained below. In an embodiment of the invention, the angle between the cylinder axis (S) and the shortest straight line (PD) connecting the bolt gear wheel axis (Y) and the bolt axis (X) is 90°. In this embodiment, when the angle of the crank shaft (Φ) is 0° (Fig. 3 a), due to the present imbalance, the PK lined F_PK centrifugal force acts on the eccentric bolt . As the moment of this force about the axis of the pinion gear (4) (M_D=FPK X 1) is counter clockwise, it adversely affects the rotation direction of the crank shaft. At 0°, the moment (M_D) will be at maximum, however it will gradually get smaller as the moment arm (1) shortens (Fig. 3b). At 90°, the eccentric bolt center (P), bolt center (D) and crank shaft center (K) are on the same line and the moment arm (1) and thus the moment (M_D) will be equal to zero (Fig. 3c).

As of 90°, the moment of the centrifugal force about the bolt axis (M_D) is clockwise, namely in the same direction with the rotation of the crank shaft (6) and this positively affects the rotation of the crank shaft (Fig. 3d). This positive effect will increase until reaching 270° and then decreases to 0 at 270° (Fig.

3e, 3f an 3g). Between, 270° and 360° (=0°), the moment of the centrifugal force is again counter clockwise, this will adversely affect the rotational direction of the crank shaft (Fig. 3h).

In summary, the effect of the centrifugal force on the rotation of the crank shaft (Fig. 4) is negative (-) between 0-90°, positive (+) (a) between 90-270°; and negative (-) (b) between 270-360°. However, between 270-360° (b), as the engine is in compression stroke, the effects of the pressurized gases in the cylinder (FG) will create a positive moment (M_G) in relation to the bolt axis and decreases or neutralizes the negative effect (M_D) in this area. Therefore, in case the optimum values are set, due to the inertia in this area (b), no excess energy is spent during the compression stroke, on the contrary some lost energy is recovered.

On the other hand, at the exhaust stroke, applying the same force as applied during compression stroke is required to expel exhaust gases. Otherwise, the negative effect created by the centrifugal force of the eccentric bolt will adversely affect the crank shaft. Therefore, the egress of the exhaust gases out must somewhat be constrained. For this purpose, the size of the exhaust opening (now shown) is reduced. In single or multiple cylinder engines, due to the reduced size of the exhaust opening, the speed of the exhaust gas increases and the fan placed to the outlet of the exhaust gas can be rotated with a bigger moment. Consequently, the size of the fan at the intake side may be maximized so as to obtain a turbo fan pumping more air.

On the other hand, since the size of the exhaust opening is reduced, the size of intake opening can be maximized, resulting better and easier air suction.

In order to realize these effectively, all the values and forces at intake and exhaust strokes for imbalance must be optimized.

In another embodiment of the invention the angle between the cylinder axis (S) and the shortest line connecting the (P_D) eccentric bolt axis (X) and bolt axis (Y) is any angle except 90°, be it clockwise or anticlockwise. In this embodiment, while the angle is 0° about the crank shaft cylinder axis, the F_PK centrifugal force which lies along the PK line acts on the eccentric bolt. Since the moment of this force about the bolt axis (MD) is anticlockwise, it adversely affects the rotation of the crank shaft.

At 0° the moment (M_D) will be maximum, but it will gradually decrease as the moment arm (1) shortens. At the angle α, since the cam shaft center (P), bolt gear wheel center (D) and crank shaft center (K) are collinear, the moment arm (1) and thus the moment (M_D) will be equal to zero (Fig. 5a). This value will be positive between α, and 180 + α, (fig. 5b) and afterwards it will be negative until 360° (Fig. 5d).

Therefore, despite the area (a) on which the work is done is constant, the neutralized area (b) during compression stroke is increased and an increase in efficiency is obtained. Also, the area which is not neutralized under the effect of negative rotation ( c) is decreased (Fig. 6). It is possible to find the optimum value by calculating the value of the α angle.

In another embodiment of this invention (Fig. 7) in order to replace the cam shaft in traditional engines, desired number of projections (14) will be added around the double faced gear wheel (9). There are preferably four of these projections located around the gear wheel (9) at desired intervals. The location of the projections are decided upon the opening and closing timing of the pump and valve.

Each projection (14) comprises a part (14a) ascending from the side wall of the wheel, a part (14b) running constantly parallel to the side wall of the wheel and finally a part (14c) descending towards the side wall of the wheel. The pump or valve to be commanded opens at ascending part (14a), it stays open during constant part (14b) and closes again at descending part (14c).

The location of the projection (14) on the gear wheel determines the timing of the running of the valve or pump, and on the other hand the length (v) of the constant part of the projection (14b) determines the duration in which the pump or valve remains open. In another embodiment of the invention, the eccentric bolt (5) is circular; there is a housing in the form of a collar at the end of the connecting rod. The eccentric bolt is mounted into this housing so as to freely rotate and stay in contact with connecting rod

(Fig- I)-

Yet, in another embodiment, the eccentric bolt (5) is oval in form or in the form of a rectangle with rounded edges. Eccentric bolt is rotatably connected to the connecting rod via a housing (5a) on it. In this embodiment, the housing (5a) preferably opens to a U- formed recess which allows the end of the connecting rod to be placed into. After the connecting rod is inserted into this recess (5b), it is connected to the eccentric bolt (5) via fixing elements (not shown) which are inserted through the housing (5 a).

Various modifications of this invention without departing from the main concept are possible, the invention is essentially as described in the attached claims and cannot be limited to the embodiments explained hereto.

Claims

1. An engine comprising of

- at least a cylinder (2) in which the combustion takes place, a piston (1) moving back and forth within the said cylinder (2), a connecting rod (4) one end of which is connected to the said piston so as to rotate freely, - a eccentric bolt (5) connected to the other end of the connecting rod so as to rotate, a bolt (15) extending vertically to the eccentric bolt plane along with an axis

(y) out of the center (p) of the said eccentric bolt, a pinion gear (4) fixed to the eccentric bolt on the bolt (15), - a double faced gear wheel (9) in connection with the said pinion gear (4) internally, characterized in that it comprises a crank shaft (6) coaxial with and rotating together with a double faced gear wheel (9) which is not in direct contact with the eccentric bolt.

2. The engine as claimed in claim 1 characterized in that it comprises an asymmetrical counterweight (13) coaxial (Y) with the bolt.

3. The engine as claimed in claim 1 and 2 characterized in that it comprises a eccentric bolt (5) which is heavier than the counterweight and which creates an imbalance about the bolt axis (Y) at the side of the connecting rod.

4. The engine as claimed in any one of the claims 1 to 3 wherein the angle between the cylinder axis (S) and the shortest line (PD) connecting the eccentric bolt (Y) and the bolt axis (Y) is 90°.

5. The engine as claimed in any one of the claims 1 to 3 wherein the angle between the cylinder axis (Y) and the shortest line (PD) connecting the eccentric bolt (Y) and the bolt axis (Y) is α.

6. The engine as claimed in anyone of the above claims characterized in that it comprises a smaller exhaust opening so as to neutralize the effect of the centrifugal force that affects the eccentric bolt opposite to the rotation direction of the crank shaft, and to make the expelling out the exhaust gas difficult.

7. The engine as claimed in claim 6 characterized in that it comprises an intake opening the size of which increases as the size of the exhaust opening is decreased.

8. The engine as claimed in any of the above claims characterized in that it comprises adequate number of projections (14) located around the double faced gear wheel (9) to control the opening and closing times of the pumps and valves.

9. The engine as claimed in claim 8 characterized in that it comprises a projection (11) comprising a part ascending from the side wall of the gear wheel, then a part (1 Ib) extending at a constant height parallel to the side wall of the gear wheel and finally a part (lie) descending towards the side wall of the gear wheel.

10. The engine as claimed in any one of the above claims characterized in that it comprises a connecting rod having a housing in the form of a collar and a circular eccentric bolt (5) connected to the said connecting rod placed into the said housing.

11. The engine as claimed in any one of the claims from 1 to 9 characterized in that it comprises an oval or rectangular eccentric bolt (5) with edges rounded having at least one housing (5 a) and a connecting rod connected to the eccentric bolt through the said housing.