WO2016110742A1 - Tige de commande - Google Patents

Tige de commande Download PDF

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Publication number
WO2016110742A1
WO2016110742A1 PCT/IB2015/050072 IB2015050072W WO2016110742A1 WO 2016110742 A1 WO2016110742 A1 WO 2016110742A1 IB 2015050072 W IB2015050072 W IB 2015050072W WO 2016110742 A1 WO2016110742 A1 WO 2016110742A1
Authority
WO
WIPO (PCT)
Prior art keywords
command rod
piston
profile
gear
command
Prior art date
Application number
PCT/IB2015/050072
Other languages
English (en)
Inventor
Marco Valverde GOMES
Original Assignee
Gomes Marco Valverde
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 Gomes Marco Valverde filed Critical Gomes Marco Valverde
Priority to PCT/IB2015/050072 priority Critical patent/WO2016110742A1/fr
Publication of WO2016110742A1 publication Critical patent/WO2016110742A1/fr

Links

Classifications

    • 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
    • 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
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/0002—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
    • 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
    • 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
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • 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
    • F16C7/02—Constructions of connecting-rods with constant length
    • F16C7/023—Constructions of connecting-rods with constant length for piston engines, pumps or the like
    • 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
    • F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods

Definitions

  • the conventional connecting rod is transformed in the "command rod" which differs from the first by the tip that connects to the crankshaft.
  • the "command rod” is formed by a closed contour gear with internal teeth, rigidly attached to your arm, formed by the union of conveniently calculated tangential arcs and straights in order to make the most the position of the piston during its course and, thus better meeting the explosion phase, scavenging, admission (including supercharge) and compression.
  • crankshaft exclusion For the application of "command rod", there is the need of the crankshaft exclusion to be replaced by a major axis that will make your circular motion inside the "command rod gear” thanks to a belt of printed teeth at this axis and a pair of swivel clamps (or a double swivel clamp), which fastened to the shaft, embrace the external surface of the "command rod gear” through the swivel clamps pins.
  • This invention can be applied to any type of internal combustion engine pistons, in any architecture (in-line, in-V, horizontally opposed, radial, axial, tangential and others). It will allow a large jump in performance, especially in 2-strokes Diesel cycle engines, putting them ahead of the others.
  • the inner main shaft to replace the crankshaft are dimensioned here with the same diameter of the latter (47.75mm), and each swivel clamp pin is dimensioned here with the same diameter of the pin that connects the connecting rod to the piston (26mm).
  • the "command rod gear” were designed in three profiles for comparison: a symmetrical profile whose arcs have a diameter equal to the piston stroke (95,5mm), another asymmetric profile following the same criteria as above, and an asymmetric profile with reduced arcs radius adopting the diameter of 74.32mm, the lowest enough to the other segments meet all stages of the process.
  • the profile section of "command rod" in this stage should be a straight line aligned with the central imaginary axis of the piston movement and tangential to the inner main shaft to ensure the highest possible torque for the entire course.
  • the symmetrical profile has the disadvantage of not allowing the alignment of the imaginary axis of the rod with the straight segment on the explosion phase of the gear.
  • the piston In the phase of scavenging and intake air in the cylinder, it is best that the piston be parked in BDC (bottom dead center) allowing maximum opening of the air intake ports, the maximum surface cylinder area for cooling and cleaning, and the maximum volume air intake.
  • the profile segment should be a convex arc of radius equal to the length of the connecting "command rod" axis. This section is followed by a segment of concave arc calculated in order to obtain the best use of forced air intake (supercharge) taking into account the reduction of the cylinder volume, the differential pressure and the closing of the air intakes advantage including shock air with the fast and early closing of the exhaust valve.
  • FIG.l shows a sequence of projections of "command rod” and the piston 2 in the cylinder 1 in four consecutive positions: position A, relative to the TDC, position B, relative to the beginning of the explosion phase with significant piston 2 response (about 15% of the course), position C, relative to the end of the explosion phase in which the piston 2 has a reduced response and it is desired to take advantage of the inertia of the exhaust gases (approximately 60% of the course) and position D, where the piston 2 is parked at BDC within the scavenging and admission phase.
  • the "command rod gear” with internal teeth 6 of this figure is a symmetrical profile.
  • FIG.2 shows the same sequence of projections but to a gear 6 with an asymmetric profile (more appropriate for each phase) formed with concave arcs of equals radius.
  • FIG.3 also shows the same sequence of projections but to a gear 6 with an asymmetric profile with concave arcs of varying and reduced radius (even more suitable for each studied phase).
  • FIG.4 is a realistic drawing of the internal reference motor system (pistons, "command rods” internal short shafts and bevel gear transmission) in the axial configuration (architecture).
  • FIG.5 shows the same way with the same setting the in-line architecture where the internal long main shaft is common to all the "command rods”.
  • FIG.6 shows similarly the same set in a tangential configuration (more compact than the radial one).
  • the imaginary axis 5 rises from the center pin 3 that locks the "command rod” in the piston and shows the rod angle relative to the piston 2 movement.
  • the internal main shaft 7 can be long and common to all pistons to meet the in-line (fig. 5), the opposite horizontal or in-V architecture, or attached to a short single piston to meet the axial (Fig. 4), radial or tangential (fig. 6) architecture. In the latter case, must have a short-axis bevel gear transmission to combine with the other pistons on a common shaft.
  • a double swivel clamp 9 or a pair of swivel clamps, attached (but rotate freely) to the internal main shaft, pressing the gear against the internal main shaft by the swivel clamps rotating pins 8 that run on the external face of the gear.
  • the average reference engine torque using the "command rod” is about 40% higher compared to the conventional connecting rod. Between 15mm and 57mm piston displacement (best explosion effect), the average torque of the reference engine using the "command rod” is about 90% higher.
  • the start of combustion should occur as close to the point where the compression ratio is optimal. This is most easily achieved in the Otto cycle because the start of combustion is determined by the ignition of the candle, but the Diesel cycle, the start of combustion depends on the start of fuel injection into the cylinder. Considering that the maximum compression occurs when the piston is at its TDC, there is a time between the fuel injection and the start of combustion, and another time is demanded for the start of combustion results in explosive force, it is for the best that the piston be as close as possible to the TDC during these events.
  • the reduction of the piston velocity using the "command rod" allows the advance of ignition or injection with a reduction of about 60% of the distance of the piston to TDC.
  • FIG.4 shows the axial modern architecture which gives a cylindrical conformation to the engine, ideal for aircrafts.
  • FIG.5 we have the traditional in-line architecture, the most widely used, and [Fig.6] shows a tangential architecture (most compact radial variation) leaving the engine disc-shaped conformation.

Landscapes

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

Abstract

L'invention concerne une « tige de commande », c'est-à-dire une pièce mécanique pour moteur à combustion interne, pour des pistons, qui se compose d'un profil symétrique structurel de bras droit, totalement rigide, ayant une pointe avec un orifice structuré de manière appropriée pour une transposition de pointe de piston (3) et une autre pointe avec un profil d'engrenage fermé (6) avec des dents internes, formées par des arcs et des segments droits unis au plan tangentiel et calculés de manière commode pour répondre au mieux aux réactions du piston. Pour l'application d'une « tige de commande », le vilebrequin classique est remplacé par un arbre principal qui tournera à l'intérieur de « l'engrenage de tige de commande ». Une pince (9) à pivot rotative maintient l'arbre principal interne (7) pressé au niveau du profil d'engrenage (6) de la « tige de commande ». La pince (9) à pivot, fixée à l'arbre principal interne (7), entoure le profil de « l'engrenage de tige de commande » sur sa face externe par le biais des pointes (8) de la pince (9) contre l'arbre interne (7), les maintenant ainsi en prise de façon permanente.
PCT/IB2015/050072 2015-01-05 2015-01-05 Tige de commande WO2016110742A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IB2015/050072 WO2016110742A1 (fr) 2015-01-05 2015-01-05 Tige de commande

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2015/050072 WO2016110742A1 (fr) 2015-01-05 2015-01-05 Tige de commande

Publications (1)

Publication Number Publication Date
WO2016110742A1 true WO2016110742A1 (fr) 2016-07-14

Family

ID=56355566

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2015/050072 WO2016110742A1 (fr) 2015-01-05 2015-01-05 Tige de commande

Country Status (1)

Country Link
WO (1) WO2016110742A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3301244A (en) * 1964-11-09 1967-01-31 John P Renshaw Piston stroke control mechanism
WO1986007115A1 (fr) * 1985-05-24 1986-12-04 Robert Alan Cooper Manivelle de vilebrequin
US5170757A (en) * 1991-12-24 1992-12-15 Damien Gamache Variable horsepower output gearing for piston engine
US5605120A (en) * 1992-06-30 1997-02-25 Fanja Ltd. Method and a device for changing the compression ratio in an internal combustion engine
US20060243072A1 (en) * 2001-01-24 2006-11-02 Ozdamar Hasan B Motor with rotary connecting rod bolt
US20110036334A1 (en) * 2008-02-13 2011-02-17 De Gooijer Lambertus Hendrik Reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3301244A (en) * 1964-11-09 1967-01-31 John P Renshaw Piston stroke control mechanism
WO1986007115A1 (fr) * 1985-05-24 1986-12-04 Robert Alan Cooper Manivelle de vilebrequin
US5170757A (en) * 1991-12-24 1992-12-15 Damien Gamache Variable horsepower output gearing for piston engine
US5605120A (en) * 1992-06-30 1997-02-25 Fanja Ltd. Method and a device for changing the compression ratio in an internal combustion engine
US20060243072A1 (en) * 2001-01-24 2006-11-02 Ozdamar Hasan B Motor with rotary connecting rod bolt
US20110036334A1 (en) * 2008-02-13 2011-02-17 De Gooijer Lambertus Hendrik Reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine

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