WO2009105841A2

WO2009105841A2 - Internal combustion engine

Info

Publication number: WO2009105841A2
Application number: PCT/AZ2008/000005
Authority: WO
Inventors: Ramzan Usmanovich Goytemirov
Original assignee: Ramzan Usmanovich Goytemirov
Priority date: 2008-11-24
Filing date: 2008-11-24
Publication date: 2009-09-03
Also published as: WO2009105841A3

Abstract

The invention can be used for an internal combustion engine (ICE) as the converter of a kind of energy, the form of the movement allowing considerably to reduce power loss in a connecting rod gear of transformation of linear conveyance of the piston in a rotary motion of a crankshaft at which occur: losses of linear mechanical energy of the piston in the top dead point; losses on a friction because of asymmetric reaction of a connecting rod. The invention is directed on increase of power, reliability and durability of work, increase in efficiency ICE, at the expense of increase in the tangential force, operating on crankshaft in the field of the top dead point of the piston, and also on reduction of a displacement angle of a connecting rod from a shaft of symmetry of the cylinder that reduces lateral pressure of the piston upon the cylinder, heating and deterioration of rubbing surfaces of pair " piston - cylinder" The gear of transformation of the form of movement of the engine contains the cylindrical toothed gearing consisting of two tooth gears with identical diameters, one wheel is motionless, and other wheel mobile and can be run in round the mentioned motionless wheel, in the motionless wheel established the main neck hinge of the crankshaft, and the crankshaft hinge connected with the centre of a run in wheel and covers a neck of rod established, displaced from the centre, on a mobile wheel. ICE can contain a number of gears of transformation of the form of the movement, consisting from two and more cylindrical toothed gearings located, mirror to each other on the distance equal to length of the neck of the rod. The connecting rod gear consists of three rods at which one ends hinge connected among themselves in one knot, and other ends, two of three, hinge connected with a finger of the piston and an eccentric thorn, the end of the third rod hinge established on a bracket, engine rigidly fixed on the body of engine. The given design of an internal combustion engine allows to save essentially fuel for the account of reduction of loss of spent energy and increase in EFFICIENCY.

Description

Internal combustion engine.

Pertinent art

The invention concerns to propulsion engineering, in particular to traditional engines where motion forms converting is carried out by crankshaft mechanism. A previous level of technics.

Are known the internal combustion engines inside of which there occurs fuel combustion and transformation of a part of the exhausted heat into mechanical energy. In piston engines the progressive motion of a piston transforms into rotary movement of a shaft by means of crank mechanism (CM).

The principle of CM action occurs upon direct and backward charts.

Direct chart: Piston under the gas- pressure-induced forces performs a progressive motion towards crankshaft. Thought the instrumentality of kinematical pairs «piston - connecting rod» and «connecting rod - shaft» the progressive motion of a piston converts into rotary motion of crankshaft (lever shaft).

Backward chart: Crankshaft under applied external torque performs rotary motion which, under the kinematical chain «shaft-connecting rod -piston» converts into progressive (reverse) motion of a piston.

Long since the crank mechanism was used in mechanism of the motion forms converting for water pumps by backward chart: rotary motion of a wheel with a crank was converting into the progressive motion of a piston.

Nowadays CM is used by direct chart: progressive motion of a piston converts into rotary motion of crankshaft.

This direct chart of motion converting mode causes great problems in propulsion engineering.

It is common knowledge that crank mechanism in spite of its kinematics simplicity, creates insurmountable difficulty while attempting to increase engine's technical characteristics, e.g. shaft rotational velocity, torque. First of all these difficulties are connected with top dead centre (TDC) and asymmetric reaction of connecting rod onto working shaft, impossibility of «matching» of two harmonies: line harmonic -a piston and rotating - a shaft. For all this there a lot of energy losses, vibrations occur, leading to destructive effect on a working shaft, moreover, is leads to weakening of engine's bolted joint, fast details attrition, and at a big workload to fail of engine's working. This circumstance limits opportunities underlie in piston engine.

CM kinematics is simple and thus the cyclic processes work safely and there are not any significant problems negatively impacting on engine's power and efficiency. But this is just kinematics, and here are no effective forces and inertia masses inherent to all bodies. When mass and force appear then their action begins, i.e. pressure force on a piston, motion of a piston having mass, thus a complex dynamical process come to power which creates problems not solved by traditional approaches.

These problems detect inconsistent essence of CM kinematics and its constructive negativeness while using it as motion modes converter in the internal combustion engine.

It turns out so: CM under its form is simple, and under the maintenance - complex. More particular about them. First of all this problem is because of losses of linear mechanical energy of a piston during converting in CM mainly because of great losses of mechanical energy in top dead center (TDC). TDC is a point of CM coak motion trajectory, where piston pressure integral force working on it through connecting rod reaches its maximal value in regard to other points in the range of this category; Some words about «dead» centre.

^' «Dead» centre is a point, limiting case of the largest process activization where the force is maximal. Magnitude and value of recoil effects: big or small; positive or negative depend subject to method of using a power of this force. This do equally regards without exception to all processes and objects, even to a human in his activity, i.e. when he does his exercises moving his elbow. Here the main danger for triceps ulnar tendons are exercises where general part of a movement occurs around «dead» point and long-run being in this zone does destroys working musculars (in this case, triceps ulnar tendon). The triceps ulnar tendon overloads. Exit from this position of a «dead» point is always very difficult for human body. Variety of exercises with intensed muscles but with contraction of muscles consider as sparing for tendons and secure them from overloads. In sport world are always to secure joints, tendons and whole organism from the negative influence ofa «dead» point.

Top «dead» centre, reaching it and being in steady state of rest is necessary condition of getting positive results for weightlifter while for a runner the positive result is his mobility. In this respect what is good for weightlifter is very negative for a runner.

Lets give more detailed look onto TDC problem in crank mechanism - CM. Like a runner, an engine is a device where mobile kinematical links together with limiting cases, periodically bringing them into steady quiescence condition, are having negative affect on the using it for mobile transport systems, propulsion devices.

In internal combustion engine the main kinematical chain CM - «shaft - conrod - piston» converting energy mode regularly (thousands times per minute) gets into limiting state, corresponding the top dead centre. In this TDC there regularly occur conrod's strokes which are radial directed into the axe of a shaft and heats it. No lubrication is able to prevent it. According to «Engine» magazine JST® 6 - 2002 and INb 3 - 2003 because of this stroke in TDC the pressure force of a piston converts into heat and 67% of energy losses and only 1/3 converts into torque. And this is because of TDC where effective force reaches its maximal value and at the same losses its main part without converting into mechanical energy in this case rotary one. This is the main cause of engine insufficiency with CM. Since in percentage these losses are constant and don't depend on engine working modes, thus they principally can't be eliminated till the principle underlie in CM for converting energy modes is used. While energy losses in TDC lead to the lowest values of efficiency. There are many losses because of TDC, they multiply with other losses, enough to say that efficiency of crankshaft engine is a product of minimum 16 coefficients which may value from 0 to 1. It is enough to indicate the inconsistence of the existing idea of CM usage where in the internal combustion engine its main kinematical chain «shaft - conrod -piston» converting energy mode regularly (thousands times per minute) gets into limiting state, corresponding the top dead centre and regularly losses energy. In a literary sources issued by autocompanies specialists hardly possible to find information about TDC energy losses, while globally these losses have great values. There are about 500 millions cars in the world and if they do burn uselessly more than half part of fuel converting it into heat and pollute the air it is easy to imagine damages by CM only because of TDC.

Besides losses in TDC in CM there are energy losses due to piston's asymmetric reaction.

It should be observed that, if sum vector of gas pressure, onto piston bottom and load reaction vector would always be on a same line thus this line would be an axe of symmetry between piston and cylinder and there would be no losses caused by conrod reaction. But the symmetry is observed only in top and bottom dead centers. As conrod deviates because of CM asymmetry, from the symmetry axis the load reaction vector also deviates, all this lead to lateral force. Great losses on friction through asymmetric reaction of connecting rod are one of the main causes of engine nonoperability due big workload. It seems as this problem is not as difficult as TDC problem. But all constructions without exception which do try to decrease losses on friction through asymmetric reaction of connecting rod don't come to solving this problem.

Is known CM construction (see patent US 2002/0007813 Al) to decrease asymmetric reaction of connecting rod at the expense of reduction of rod's angle deviation from piston linear movement and connected with it reduction of: lateral pressure of piston on cylinder; heating and deterioration of rubbing surfaces of couple "piston - cylinder". But this construction is not enough decreases connecting rod reaction and overloads engine itself, that is not acceptable in practice. So, existing kinematics of crank mechanism leads to insufficient engine working and difficulties and difficulties while its usage for producing of vehicles.

However, any trying to improve engine to decrease energy losses and deterioration results in significant complication, rise in cost of engine and doesn't solve contradictions underlie in the construction. All these connected with imperfection of crank mechanism's kinematics and crankshaft. '

Aim of invention.

The declared invention is directed on overcomings of the complexities connected with the top dead center (TDC) and with asymmetric reaction of a rod, leading to great losses of spent energy, reduction of durability of internal combustion engine and mechanisms of motion forms converting. The problem is solved due to increase of the tangential force, effecting onto crankshaft in the field of the top dead center and reduction of rod deviation corner from cylinder symmetry axis. Disclosing of the invention.

The assigned task is reached by that the mechanism of motion forms converting contains the cylindrical gear drive consisting of two cogwheels of equal diameter, one wheel is motionless, and other wheel is mobile and can be run around motionless wheel, inside of motionless wheel there is articulated mounted main journal part of crankshaft, and stub shaft is articulately connected with the center of rolling wheel and covers crank bearing mounted off-centre on the mentioned wheel.

The internal combustion engine can contain the mechanism of motion forms converting, consisting of two and more cylindrical gear drives reflectivity located from each other on distance, equal to the length of crank bearing. Conrod mechanism of motion forms converting consists of three rods at which one ends articulately connected among themselves in one unit, and other ends, two of three, are articulately connected with piston pin and excentric spike, the end of the third rod articulately established onto supporting arm, rigidly fixed on the engine case. For mechanical gears, i.e. a bicycle, are used two cylindrical gear drives located opposite each other on the distance, equal to thickness of gear mechanism detail (sprocket, pinion, drive cam) for example, propulsion device gear.

Between distinctive attributes and reached result there is following relationship of cause and effect.

Due to original execution of mechanism of converting pistons moving into rotary movement of a crankshaft which by means of above mentioned mechanism based on use of cylindrical gear drives, increases tangential force, effecting crankshaft in field of top dead center.

Conrod - lever mechanism, allows considerably reducing a corner of rod deviation from cylinder symmetry axis that, to reduce lateral pressure of a piston onto cylinder, heating and deterioration of rubbing surfaces of pair "piston- cylinder". The given design does not heap up engine, does not complicate its work, allows more full realize opportunities of CM without great losses, spent energy. The specified set of the essential attributes describing declared invention, under author data, is unknown from area of technique and does not follow in the obvious image from a level of technique. Therefore, by opinion of the author, the declared invention satisfies to criteria of "novelty" and "inventive level". Variants of invention realization.

The essence of the declared invention is explained by a graphic material on which variants execution of the mechanism of motion forms converting represented: Fig. 1 - cylindrical gear drive consisting of two cogwheels of equal diameter. The kinematical circuit "piston - conrod- shaft" is shown. Fn - force of heat gases pressure onto piston, F6 - lateral force of piston pressure onto cylinder, a - direction of rotation of running cogwheel around own axis, and A- direction of rotation of running cogwheel around of the center of motionless cogwheel. Fig. 2 - shown in section - two cylindrical gear drives reflectivity located from each other on distance, equal to the length of crank bearing. Fig. 3 - shown in section - two cylindrical tooth gearings located, mirror, from each other on distance, equal length iπaτyHHθH iπeiiKH. A case when the rod can be connected with any, differing from the piston, arbitrary slider.

Fig. 4 - shown in section - two cylindrical tooth gearings located, mirror, from each other on distance, equal length iπaτyHHθH iiieHKH. A case when rod is established on a rocking chair with the directing cylinder which can move by means of pedal at influence on it of external force, in particular, muscular force of the human.

Fig. 5 - shown case when cylindrical dear drives are connected with gear mechanism detail which can be: sprocket, pinion, drive cam, etc. Fig. 6 - shown case when cylindrical gear drives are connected with gear mechanism detail which can move by means of a pedal at influence on it of external force, in particular, muscular force of the person.

Fig. 7 - shown: cylindrical gear drive consisting of two cogwheels of equal diameter; the kinematical circuit consisting of the piston, the conrod - lever mechanism and shaft. Fn - force of heat gasses pressure onto piston, F6 - lateral force of piston pressure onto cylinder (-F6) its reaction, an arrow and a - direction of rotation of running cogwheel around own axis with radius - r, and arrow A- direction of rotation of running cogwheel around the center of motionless cogwheel with radius - R, and also that the maximal reaction of rod corresponding the maximal tangential force (Ft), can occur at the minimal lateral force of piston pressure onto the cylinder. The internal combustion engine according to subject of invention contains cylinder 1, in each of which there is a piston 2 with pin 3, plug 4, rod 5, border 6, serves for the protection of running of motionless wheel 11, cogwheel 7 from contact with spike 16, inside of motionless wheel 11 on the hinge 12 is mounted main journal 13, and spike 17 is connected by hinge 16 with the center of running wheel 7 and covers crank bearing 9 mounted off-center mentioned wheel 7, in the case on fastenings 10 the motionless cogwheel 11 is fixed. The rod 5 by means of the hinge 15 is mounted on bearing 9 which is passed through an aperture 8. In other variant the rod 5 is mounted by means of bolster 23 and pedal pin 24, on pedal 22, for maintenance of free, including, forward and jigging motions, the rod 5 has the directing cylinder 26 mounted onto support 29, fastening 30 with the jigging bearing 31. On main journal 13 can be rigidly mounted sprocket 27, and also other detail - mechanism of a drive 28 (fly wheel, eccentric, etc.). The conrod - lever mechanism consists of three elements: conrod 5; rod 5a and drafts 18, articulately mounted onto supporting arm 20, at which one ends articulately connected among themselves in one unit 19. The engine with cylindrical gear drives works as follows: - at submission in the working chamber of the cylinder 1 of a gas mixture (on figures it is not represented) and realization of corresponding well-known cycle, the piston 2 begins, from the top dead center (TDC), to make translational displacement. Apparently from fig. 1 , the gear drive allows to make such movements of crank bearing which allow to arrange crank and conrod under a corner equal or close to 90 degrees.

Thus the effort of a rod occurs under enough great corner to an axis of the cylinder. In this case tangential component of resulting force accepts the maximal value, and the spike turns a shaft with the bigger force. Therefore, the spent energy is lost minimally and efficiency raises.

For ICE as the details perceiving force of gases pressure, it is possible to use the rods connected with pistons, and working in kinematical pair or in kinematical circuit of the converting mechanism (figs. 1, 2 and 7). Useful efficiency of the present mechanism of transformation of the motion forms converting consists in an opportunity of reduction of asymmetric reaction of rod and as it is not absurd, achievement thus of greater angular values between rod and shoulder of the forces torque (figs. 7).

On fig. 3 - 6 are shown various executions of the converting mechanism with reference to various kinds of efforts which can be used on bicycles and trishaws. Here rods, through cylindrical gear drives can transfer effort from pedals, i.e. bicycle, to sprocket or eccentric and so on. It allows to expand opportunities of the offered mechanism on wide versions of vehicles.

Claims

Subject of invention

1. The internal combustion engine containing cylinders, in each of which there is a piston with opportunity of reciprocating motion, mechanism of motion modes converting and crank shaft, differing with that mechanism of motion modes converting contains cylindrical gear drive consisting of two cogwheels of equal diameter, one wheel is motionless, and other wheel is mobile and can revolve around motionless wheel, inside of motionless wheel there is articulately mounted the main journal of crankshaft and shaft spike is articulately connected with center of revolving wheel and covers crank bearing mounted off-center on the mentioned wheel.

2. The internal combustion engine of claim 1, differing with that mechanism of motion modes converting contains two cylindrical gear drives located reflectively from each other on distance, equal to the length of crank bearing.

3. The internal combustion engine of claim 2, differing with that engine contains a set of gear drives pair wise located on one axis.

4. The internal combustion engine of claim 1, differing with that mechanism of motion modes converting contains two cylindrical gear drives located opposite each other on distance, equal to the thickness of gear mechanism detail (sprocket, pinion, drive cam) rigidly mounted onto main journal of a shaft.

5. The internal combustion engine of claims 1-4, differing with that con-rod -lever mechanism consists of three elements where one ends articulately connected among themselves in one unit, and other ends, two of three elements executed in the form of con-rod and piston rod, articulately connected with piston pin and eccentric spike, the end of the third element executed in the form of draft and articulately mounted on supporting arm, rigidly fixed onto the engine case.