WO2009017423A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2009017423A1
WO2009017423A1 PCT/NZ2008/000165 NZ2008000165W WO2009017423A1 WO 2009017423 A1 WO2009017423 A1 WO 2009017423A1 NZ 2008000165 W NZ2008000165 W NZ 2008000165W WO 2009017423 A1 WO2009017423 A1 WO 2009017423A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
power
piston
stroke
internal combustion
Prior art date
Application number
PCT/NZ2008/000165
Other languages
English (en)
Inventor
Dennis Smith
Original Assignee
Dennis Smith
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 Dennis Smith filed Critical Dennis Smith
Publication of WO2009017423A1 publication Critical patent/WO2009017423A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B31/00—Component parts, details, or accessories not provided for in, or of interest apart from, other groups
    • F01B31/14—Changing of compression ratio
    • 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
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads

Definitions

  • the present invention relates to internal combustion engines.
  • the power range is controlled by a throttle which regulates the volume of air entering the engine.
  • the fuel air mixture must be compressed to the optimum pressure, then ignited, a little before the minimum volume in the cylinder is reached. This results in the most efficient use of the fuel. Although this can be achieved at full power, when the throttle control is used, the air entering the cylinder is less dense. This effectively lowers the compression ratio. The rate of combustion is slowed. Efficiency continually decreases, until at idle, the combustion is less than optimal. This is shown by the presence of carbon monoxide in the exhaust gasses.
  • the present invention consists in a constant compression ratio reciprocating internal combustion engine having between the or each piston and the crank a three part or bar (“part") toggle linkage where the disposition (positional and/or orientation) of the intermediate part of the three part toggle linkage can be selectively varied.
  • said intermediate part of the three part toggle linkage is mounted by a pivot and is able to be shuttled on a rectilinear or curved locus (thereby to affect position and/or orientation of the intermediate part).
  • the effect of shuttle position of said pivot and/ or variation of the disposition of the intermediate part of the three part toggle linkage is to achieve at least one or more of: (1) a substantially constant compression ratio throughout the power range (eg, preferably to optimise the combustion efficiency),
  • the present invention consists in a four stroke reciprocating internal combustion engine of a kind having a crank axis at least substantially normal to any piston axis of reciprocation, and wherein the four stroke reciprocating internal combustion engine can achieve, by variation of the piston to crank linkage, at least one or more of:
  • the invention consists in a four stroke reciprocating internal combustion engine of a kind having a crank axis at least substantially normal to any piston axis of reciprocation, wherein the crank is connected to the or each piston by a three part toggle linkage system, and wherein a shuttling pivot mount of an intermediate part of a three part toggle linkage system allows one or more of:
  • the invention consists in a four stoke reciprocating internal combustion engine of the kind having a crank axis at least substantially normal to the piston or piston's axis of reciprocation, there being a linkage pivotally from the crank and pivotaHy to the or each piston, and where said linkage includes a member pivotally attached to each direct linkage to the piston and to the crank and itself pivotally mounted, to be adjustable yet selectively movable relative to the crank axis, all such pivot axes being substantially parallel, the effect of which is to enable one or more of:
  • the shuttling of said pivot is determined by the position of an accelerator.
  • the shuttling of said pivot is effected by an electric motor.
  • said electric motor drives a screw thread to effect the shuttling of said pivot.
  • the shuttling of said pivot is effected by a hydraulic system.
  • said hydraulic system utilises the engines oil pressure.
  • the invention may broadly be said to consist in an internal combustion engine comprising: an engine block having a crank axis and a cylinder bore lying in a plane generally perpendicular to the crank axis, a piston sealingly co-operating with said cylinder bore for reciprocal movement therein, a crankshaft supported by the engine block and rotatable about a crank axis, said crankshaft having a crank pin radially spaced from said crank axis, at least one intermediate link pivotally attached to a slide, said slide being slidably adjustable, an elongate piston connecting rod having a first end pivotably attached to the said piston and a second end pivotally attached to the said intermediate link, an elongated crank connecting rod having a first end pivotably attached to the said crank pin and a second end pivotally attached to the said intermediate link, wherein adjustment of said slide varies the length of the stroke of the piston.
  • adjustment of said slide enables one or more of:
  • said internal combustion engine is a four stroke engine.
  • Preferably said slide can be adjusted between a position resulting in maximum power of the internal combustion engine and a position resulting in minimum power of the internal combustion engine.
  • said slide can be adjusted a length of 40mm. - A -
  • the compression ratio of the internal combustion engine is 10:1 when said slide is in said position resulting in minimum power of the engine.
  • the compression ratio of said internal combustion engine is 10:1 when said slide is in said position resulting in maximum power of the engine.
  • said internal combustion engine has an oil pressure system to lubricate the internal components.
  • the invention also is a constant compression ratio reciprocation internal combustion engine having a longer power stroke than induction stroke reliant articulating an intermediate zone of the crank to piston connecting assembly.
  • and/or means "and” or “or”, or both.
  • Figure 1 is a cross-sectional view of a first embodiment of an internal combustion engine showing the piston at the end of the induction stroke with the slide on maximum
  • Figure 2 is a cross-sectional view of an internal combustion engine showing the piston at the point of ignition with the slide on maximum
  • Figure 3 is a cross-sectional view of an internal combustion engine showing the piston during the power stroke, with the slide on maximum
  • Figure 4 is a cross-sectional view of an internal combustion engine showing the piston at bottom dead centre with the slide on maximum
  • Figure 5 is a cross-sectional view of an internal combustion engine showing the piston at the end of the induction stroke with the slide on minimum
  • Figure 6 is a cross-sectional view of an internal combustion engine showing the piston at top dead centre with the slide on minimum
  • Figure 7 is a cross-sectional view of a second embodiment of an internal combustion engine showing the piston at the end of the induction stroke with the slide on maximum
  • Figuf e 8 is a cross-sectional view of an internal combustion engine of Figure 7 showing the piston at the point of ignition with the slide on maximum
  • Figure 9 is a cross-sectional view of an internal combustion engine of Figures 7 and 8 showing the piston during the power stroke, with the slide on maximum
  • Figure 10 is a cross-sectional view of an internal combustion engine of Figures 7 to 9 showing the piston at bottom dead centre with the slide on maximum
  • Figure 11 is a cross-sectional view of an internal combustion engine of Figures 7 to 10 showing the piston at the end of the induction stroke with the slide on minimum, and
  • Figure 12 is a cross-sectional view of an internal combustion engine of Figures 7 to 11 showing the piston at top dead centre with the slide on minimum.
  • Figure 1 shows a cross-sectional view of an internal combustion engine 1.
  • the engine 1 has an engine block 2 which is preferably a machined casting but may alternatively be manufactured using any other suitable manufacturing process.
  • the engine block 2 has at least one cylinder 3 which defines a cylinder bore.
  • a cylindrical piston 4 has a diameter approximately equal to that of the cylinder bore. The piston 4 is therefore in a co-operative engagement with the cylinder 3. In operation, the piston 4 may travel up and down the cylinder 3 in a reciprocating manner.
  • the piston 4 may be manufactured from any suitable metal and may include piston rings or any other such features of a typical piston obvious to someone skilled in the art.
  • a crankshaft 5 may be located within the engine block 2.
  • the crankshaft 5 may be fixed to the engine block by bearings such that it is constrained to one axis of rotation.
  • the crank shaft 5 rotates about the crank axis 6.
  • the crank shaft 5 may be cast or forged metal, or manufactured in any other suitable way.
  • At least one intermediate link 7 may be incorporated into the internal combustion engine 1 to act as an intermediate linkage between the crank shaft 5 and the piston 4.
  • Each intermediate link 7 is pivotally attached to a slide 8.
  • the slide 8 provides a shuttling pivot for the intermediate link 7.
  • the intermediate link 7 pivots on axis 9 of the slide 8. Any suitable bearing may be employed to allow the intermediate link 7 to pivot on axis 9 of the slide 8.
  • the slide 8 may be in a sliding engagement with a beam 10 which may be rigidly bolted to the engine block 2.
  • the slide 8 may be in a sliding engagement directly with a surface of the engine block 2.
  • the slide 8 is preferably confined so that it can only slide in one direction along the beam 10.
  • the engine has an oil pressure system to lubricate the components within the engine block. This oil pressure system may also be used to lubricate the slide 8.
  • a piston connecting rod 11 may link the piston 4 to the intermediate links 7.
  • the piston connecting rod 11 may be pivotally connected to the piston 4 by way of a gudgeon pin which provides a bearing for the pivoting motion of the connecting rod 11.
  • any other suitable method of pivotally attaching the piston connecting rod 11 to the piston 4 may be employed.
  • the piston connecting rod pivots on axis 12 during reciprocal movement of the piston 4.
  • the lower end of the elongate piston connecting rod 11 may be pivotally attached to the upper extent of the intermediate link 7.
  • the piston connecting rod 11 can pivot on axis 13, of the intermediate link 7 on any suitable bearing.
  • a crank shaft connecting rod 14 may link the crank shaft 5 to the intermediate links 7.
  • the crank shaft connecting rod 14 may be connected to the crank shaft 5 by way of a big end bearing 15.
  • any other suitable method of attaching the crank shaft connecting rod 14 to the crank shaft may be employed.
  • the upper extent of the crank shaft connecting rod may pivot about axis 16 during operation of the engine.
  • intermediate link 7 located each side of the crank shaft connecting rod 14 and the piston connecting rod 11.
  • the two intermediate links 7 positioned either side of the connecting rods ensure there is no unbalanced lateral forces acting on the linkages.
  • the crank shaft 5 rotates, it causes the intermediate links 7 to pivot from side to side in an oscillating manner.
  • the piston 4 is moved, up and down the cylinder 4, by the piston connecting rod 11 attached to the intermediate links 7.
  • the engine 1 is a four-stroke internal combustion engine. On the first stroke air is drawn into the cylinder 3 through one or more inlet valves as the piston 4 moves downwardly. The second stroke involves compressing the air as the piston 4 moves upwardly. Fuel is preferably injected into the cylinder 4 through an injection nozzle. Alternatively, fuel may be mixed with the air prior to entering the cylinder. Just before the piston reaches its upper most point in the cylinder the fuel/ air mixture is ignited by way of a spark from a spark plug. The ignition of the fuel/air mixture forces the piston 4 downward during this power stroke. Finally, as the piston moves upwardly, the products of the combustion (the exhaust gases) are forced out of the cylinder 3 through one or more exhaust valves.
  • the products of the combustion the exhaust gases
  • valves and any other essential components required for operation of the engine may comprise of any suitable components that are obvious to someone skilled in the art.
  • Figure 1 shows the piston 4 at the end of the induction stroke, with the slide 8 in the lower position, which results in maximum power.
  • the piston 4 will start moving upwardly compressing the air in the cylinder 3.
  • the volume of the cylinder at this position may be approximately 66% of the volume of the cylinder at the end of the power stroke, indicating that the length of the power stroke is longer than length of the induction stroke.
  • Figure 2 shows the piston 4 at the point of ignition, with the slide 8 in the lower position, which results in maximum power.
  • the volume of the cylinder is preferably 10% of the volume of the cylinder at the point shown in Figure 1. Therefore the cylinder has a 10:1 compression ratio when in this configuration.
  • Figure 3 shows the piston 4 after ignition during the power stroke. The combustion of the fuel/ air mixture in the cylinder 3 forces the piston downwards. The slide 8 is in the lower position, resulting in maximum power.
  • Figure 4 shows the piston 4 at bottom dead centre at the end of the power stroke. This is the point before it starts moving upwards again to force the exhaust gases out of the cylinder 3.
  • the slide 8 is in the lower position, resulting in maximum power.
  • the cycle as shown in Figures 1-4 occurs twice for every full revolution of the crank shaft.
  • An accelerator controls the position of the slide 8.
  • the system would be in continuous operation to respond to small adjustments, or rapid power changes, throughout the entire normal engine running conditions. Therefore, the slide 8 changes position depending on the power requirements from the engine which is dictated by an accelerator.
  • the accelerator would be controlled by a user of a vehicle or machine in which the engine is incorporated. Alternatively, the accelerator may be controlled automatically.
  • the accelerator may communicate with an electric motor, which may control the position of the slide 8.
  • An electric motor may be coupled to a screw thread, to adjust the position of the slide 8 depending on the power requirements of the engine. More preferably, a hydraulic system which uses the engines oil pressure would control the position of the slide 8 based on and input from an accelerator.
  • the slide 8 may be travel 40mm between its lower position resulting in maximum power and its upper position resulting in minimum power. Alternatively the length of travel of the slide 8 may be any suitable length to achieve the desired results from the engine.
  • the slide 8 may be positioned at any point between the lower position and the upper position depending on the input from the accelerator.
  • Figures 5 and 6 show a similar relationship to Figures 1 and 2 but with the slide 8 on minimum.
  • the compression ratio is 10:1, as it is when the power slide is on maximum.
  • Figure 5 shows the piston 4 at the end of the induction stroke with the slide 8 on minimum.
  • the volume of the cylinder when the piston 4 is in this position is approximately 10% of the volume of the cylinder compared with when the slide 8 is on maximum, and the piston 4 is in tiie same position.
  • the piston 4 reaches top dead centre in Figure 6, which may be just after the point of ignition.
  • the stroke of the piston may be 4.5mm, and the length of the combustion chamber when the piston is at top dead centre may be 0.5mm. This equates to a compression ratio of 10:1.
  • the stroke of the piston may be 45mm, and the length of the combustion chamber when the piston is at top dead centre may be 5mm. This also equates to a compression ration of 10:1. Therefore the engine has a constant compression ratio, irrespective of the location of the slide 8.
  • crank shaft is now located within a crank case 19, not in the engine block 2, and rotates on main bearings 6.
  • crank case 19 At the other end of this crank case 19, is a cylindrical hole bored parallel to, and in the same plane as, the main bearings 6.
  • a" shaft 17 that has, "in effect”, had its centre machined away leaving a full disc at each end, to form the mountings for the intermediate links 7.
  • the pivot pin, with axis 9, is also fitted into a suitably bored hole, which passes right through this mounting 17.
  • This assembly ensures that the pivot axis 9 is always parallel to the main bearings 6, and the primary forces are carried in a short closed loop within the case. The need for this becomes more apparent when a multi- cylinder engine is considered.
  • This crank case assembly is mounted in the engine block 2 with a bearing each side concentric with the main bearings 6. As the angular movement, in these bearings to the block is small, and a small amount of radial movement would not effect the engines performance, a resilient bearing may prove the quietest option.
  • the pivot pin axis 9 is extended each side to engage in a hole in the sliding blocks 8. These blocks 8 slide in recessed slide ways 10, in the engine block 2. The curvature and slope of these slide ways 10 control the accuracy of the required compression ratio, nominally 10:1, throughout the entire power range. The secondary forces from the piston acceleration and combustion are taken directly through the slides to the engine block.
  • crank case 19 would preferably be cast in cast iron for its sound deadening qualities and as the important loads are in compression. Whereas the mounting 17 would need the extra tensile strength of nodular cast iron.
  • Figure 7 has been added to show that, although the induction stroke is very short at this minimum power setting, the power stroke is still full length.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

L'invention concerne un moteur à combustion interne, alternatif et à rapport de compression constant, ayant une course de puissance plus longue que la course d'induction reposant sur l'articulation d'une zone intermédiaire de l'ensemble de liaison piston-manivelle.
PCT/NZ2008/000165 2007-07-27 2008-07-15 Moteur à combustion interne WO2009017423A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NZ55678307 2007-07-27
NZ556783 2007-07-27

Publications (1)

Publication Number Publication Date
WO2009017423A1 true WO2009017423A1 (fr) 2009-02-05

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NZ2008/000165 WO2009017423A1 (fr) 2007-07-27 2008-07-15 Moteur à combustion interne

Country Status (1)

Country Link
WO (1) WO2009017423A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010062047A1 (de) * 2010-11-26 2012-05-31 Zf Friedrichshafen Ag Vorrichtung zur Verminderung des Spiels in einem Getriebe
JP2012533023A (ja) * 2009-07-14 2012-12-20 ハイマンズ、コンラッド クランク駆動装置
WO2016027358A1 (fr) * 2014-08-22 2016-02-25 日産自動車株式会社 Moteur à combustion interne pour véhicule
JP2016520172A (ja) * 2013-05-20 2016-07-11 スティーブ ハンフリーズ、トーマス 流体流機械のための可変形状動力伝達

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB280506A (en) * 1926-11-12 1928-07-19 Otto Graf Improved process and apparatus for maintaining the constancy of the specific fuel consumption in internal combustion engines and for increasing the power of such engines
US2398640A (en) * 1944-06-30 1946-04-16 Henri J Hickey Internal-combustion engine
US2647498A (en) * 1947-06-17 1953-08-04 Henri J Hickey Internal-combustion engine
US2909164A (en) * 1955-07-01 1959-10-20 Arnold E Biermann Multi-cylinder internal combustion engines
WO2001071159A1 (fr) * 2000-03-17 2001-09-27 FRONIUS, Günter Moteur, notamment moteur a combustion interne
US20070169739A1 (en) * 2006-01-24 2007-07-26 Iav Gmbh Reciprocating-piston internal combustion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB280506A (en) * 1926-11-12 1928-07-19 Otto Graf Improved process and apparatus for maintaining the constancy of the specific fuel consumption in internal combustion engines and for increasing the power of such engines
US2398640A (en) * 1944-06-30 1946-04-16 Henri J Hickey Internal-combustion engine
US2647498A (en) * 1947-06-17 1953-08-04 Henri J Hickey Internal-combustion engine
US2909164A (en) * 1955-07-01 1959-10-20 Arnold E Biermann Multi-cylinder internal combustion engines
WO2001071159A1 (fr) * 2000-03-17 2001-09-27 FRONIUS, Günter Moteur, notamment moteur a combustion interne
US20070169739A1 (en) * 2006-01-24 2007-07-26 Iav Gmbh Reciprocating-piston internal combustion engine

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012533023A (ja) * 2009-07-14 2012-12-20 ハイマンズ、コンラッド クランク駆動装置
DE102010062047A1 (de) * 2010-11-26 2012-05-31 Zf Friedrichshafen Ag Vorrichtung zur Verminderung des Spiels in einem Getriebe
JP2016520172A (ja) * 2013-05-20 2016-07-11 スティーブ ハンフリーズ、トーマス 流体流機械のための可変形状動力伝達
US9790853B2 (en) 2013-05-20 2017-10-17 Thomas Steve HUMPHRIES Variable geometry power transfer for fluid flow machines
WO2016027358A1 (fr) * 2014-08-22 2016-02-25 日産自動車株式会社 Moteur à combustion interne pour véhicule

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