WO2020217237A1 - Moteur bicylindre en v à combustion interne à quatre temps - Google Patents

Moteur bicylindre en v à combustion interne à quatre temps Download PDF

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Publication number
WO2020217237A1
WO2020217237A1 PCT/IB2020/055571 IB2020055571W WO2020217237A1 WO 2020217237 A1 WO2020217237 A1 WO 2020217237A1 IB 2020055571 W IB2020055571 W IB 2020055571W WO 2020217237 A1 WO2020217237 A1 WO 2020217237A1
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WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
cylinder
engine
gear
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PCT/IB2020/055571
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English (en)
Inventor
Richards VIVEKNATH
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Viveknath Richards
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Publication of WO2020217237A1 publication Critical patent/WO2020217237A1/fr

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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
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/04—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders in V-arrangement
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • 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

  • This invention is an internal combustion engine, and thus relates to the technical field of internal combustion engines, and in general the field of mechanical engineering.
  • i)“JP2009255626” shows a type of motorcycle and its engine.
  • ⁇ R1826388 shows a type of internal combustion engine piston cooling system.
  • iii)“US1758829A” shows a type of internal combustion engine.
  • FIG. 1 shows the split conrod design or setup that this engine possesses, along with the crankshaft assembly. Also, one of the’jigsaw fasteners’ (5)(a type of specialized fastener) is visible on the‘crankpin’ (6).
  • FIG. 2 shows the mono-block (a part that is both the engine block and cylinder head) construction with overhead cam design of one of the two mono-block assemblies of this engine, this engine possesses two such mono-block assemblies, each containing a cylinder. And also, some of the‘cylinder oil jets’ (34) are visible, which also is a feature that both the cylinders of this engine possess.
  • - Fig. 3 also shows the mono-block construction with overhead cam design, of one of the two mono-block assemblies of this engine. And also, some of the‘cylinder oil jets’ (34) are visible.
  • - Fig. 4 shows the concentric (centralized) positioning of the‘starter motor’ (46), and also the two‘mono-block assemblies’ (43 and 44) are partly visible.
  • - Fig. 5 shows the dual phase starter drive, where the starter drive reduces the speed (RPM) and increases the torque in two stages using gears, and also involves the
  • FIG. 6 shows the eccentric‘oil feeds’ (55) for the cylinder oil jets.
  • The‘block seats’ (54), and the‘starter motor mounting location’ (45) on the crankcase is also visible.
  • - Fig. 7 is a cross sectional view of one of the shaft-less mounted idler gears, where the‘shaft-less gear’ (57), and the‘shaft-less gear’s hub’ (59) which acts as the shaft is visible.
  • - Fig. 8 shows the tandem mounting of gears in a cross sectional view, where the‘base gear’ (64) and the‘tandem mounted geah (65) is clearly visible. This also shows another location where the shaft-less mounting of idler gears is used.
  • FIG. 9 shows the integrated oil pump and overflow valve in a cross sectional view.
  • FIG. 10 is a detailed view of one of the specialized“jigsaw” fasteners.
  • FIG. 1 1 is a view of the specialized removal tool head which matches with the specialized jigsaw fastener.
  • - Fig. 12 shows the pivot-link throttle assembly in detail where the‘throttle shutters’ (91), ‘throttle shutter bearings’ (93), ‘main linkage’ (88), and‘pivot points’ (89) are visible.
  • - Fig. 13 is an isometric view of one of the two intake manifolds with‘cross section plane-A’ (96) which reveals the‘circular interior profile of intake manifold’ (101) in ‘cross section plane-A’ (96).
  • the intake manifolds that lead to both the blocks of this engine are identical, so for ease of visualization only one is shown.
  • - Fig. 14 is an isometric view of the same intake manifold as shown in the previous figure (Fig.
  • FIG. 15 shows one of the mono-block’s intake port with the‘roughly triangular interior profile of intake port’ (106), where the same interior profile of the intake manifold as in cross section plane-B is continued and is congruent till the intake port diverges to meet the two intake valve seats and thus reaches the cylinder.
  • FIG. 16 shows the overall invention, that is the‘internal combustion engine of V-twin layout’ (107), which contains, utilizes, and directly benefits from the innovative characteristics and features disclosed in this description.
  • This invention is a four-stroke internal combustion engine of V-Twin layout that runs on petrol and is primarily oriented for motorcycles, although it can be used elsewhere such as in three wheeled vehicles.
  • This innovative engine is intended to power motorcycles and is oriented as such to perform this task more effectively than conventional internal combustion engines of such type.
  • the higher effectiveness of this innovative engine is achieved through means of several innovative characteristics and features that are either directly or indirectly linked and directly contribute to the overall effectiveness of this V-Twin engine.
  • the nature and means of the contribution of the innovative characteristics and features toward this innovative engine’s complete effectiveness is elaborated over the course of this description and is exemplified with the means of figures.
  • This innovative engine is of a layout that is generally known as a‘V-Twin’ or a ‘twin cylinder V’, and has two cylinders (a combustion chamber and corresponding displacement put together may be commonly called cylinder) positioned in the form of the letter“V” where the tops of the cylinders extend outwards at an angle, and the bottoms of the cylinders come together at the crankshaft to form this“V” shape that is visible when viewed from a side.
  • This V-twin engine has a crankshaft that is positioned transverse to the movement direction of the motorcycle, with one of the cylinders extending upwards and towards the front of the motorcycle, and the other cylinder extending upwards and towards the back of the motorcycle when this engine is mounted as intended.
  • the forward cylinder may also be commonly called‘cylinder-1’ and the rearward cylinder may also be commonly called‘cylinder-2’.
  • the terms “conrod” and “connecting rod” is used interchangeably.
  • the terms “oil” and “engine oil” is used interchangeably.
  • the terms “wrist pin” and “piston pin” is used interchangeably.
  • the term “conduit or ducting for intake gasses” refers to any section of a channel or path that the intake gasses take to reach a cylinder, and more specifically refers to such sections that are downstream of a throttle valve and may include a throttle valve itself.
  • the reference numbers indicated in the ‘Claims’ section are for ease of understanding only, and do not imply any restrictions.
  • the term“mono block” is a previously unknown or least used term which could promote misunderstanding or unwanted complications
  • the term“single part” is used in the claims section and has the same general meaning as the term“mono-block”.
  • the terms“comprising”,“containing” or the like in the claims section are used as‘open ended’ terms only (i.e. comprising or containing but not limited to).
  • a connecting rod (or also called conrod) is a component in internal combustion engines of such type that connects the piston (through means of a wrist pin) to the crankpin.
  • One of the technical problems is that conventional V-Twin engines possess two connecting rods that connect the corresponding pistons in each of the two cylinders to the single crankpin on the crankshaft. Since the connecting rod’s big ends have to be placed side by side on the single crankpin, and since each of the connecting rods have to be placed roughly in line with the axis of the corresponding cylinder to be technically sound, the cylinders will need to be offset axially (axially in relation to the crankshaft). This axial offset can cause the engine to become bulkier and decrease the compactness and packaging potential of the engine.
  • crankcase and engine block This also increases the quantity of material required to cast or form the crankcase and engine block because of the additional supports that are required to strengthen the axially offset cylinder. And such additional material also increases the mass of the overall engine, which can be undesirable as lower mass and smaller engine dimensions for a given engine displacement are desirable factors in motorcycles.
  • side by side placement of the connecting rods on the crankpin may be unbalanced. That is, the two crank webs that the crankpin is mounted on may not be subject to equal amounts of stress or force at all given times during operation. Same can be said for the two crankshaft main bearing’s journals. This unbalanced load could cause premature wear of the crankshaft bearings, risk of the crank webs cracking, or on the other hand, will generally restrict the peak RPM of such an engine.
  • internal combustion engines of such type contain the crankcase, one or more engine blocks (also may be called cylinder block, or cylinder’s block), and one or more cylinder heads. There may be more than one engine block and cylinder head for a single engine, or one engine block may contain more than one cylinder, depending on the layout of the internal combustion engine.
  • Conventional internal combustion engines of V-twin layout generally contain two engine blocks with one cylinder in each engine block, and two corresponding cylinder heads.
  • the crankcase usually contains the crankshaft assembly, transmission, clutching system, electricity generation system (dynamo or alternator), starter system (starter motor and starter drive), lubrication system (including one or more engine oil pumps, one or more oil filters, oil passages or galleries, oil sump, oil overflow valves, and oil temperature or pressure sensors), and shifting mechanism for the transmission.
  • electricity generation system dynamo or alternator
  • starter system starter motor and starter drive
  • lubrication system including one or more engine oil pumps, one or more oil filters, oil passages or galleries, oil sump, oil overflow valves, and oil temperature or pressure sensors
  • shifting mechanism for the transmission including one or more engine oil pumps, one or more oil filters, oil passages or galleries, oil sump, oil overflow valves, and oil temperature or pressure sensors, and shifting mechanism for the transmission.
  • the engine block predominantly contains; a) the cylinder (a combustion chamber and corresponding displacement put together may be commonly called cylinder), b) cylinder sleeve or cylinder liner (a sleeve which acts as the walls of the cylinder and is made of harder material than the engine block, the cylinder sleeve is inserted into the engine block’s bore to reduce wear against the constant up and down sliding of the piston and piston rings when the engine functions), c) cooling medium (either cooling fins, coolant jackets or ducts, or oil passages where the oil acts as a coolant, or any combination of the said cooling mediums), and d) block fastener holes (holes for the fasteners that clamp the engine block and head to the crankcase).
  • the cylinder a combustion chamber and corresponding displacement put together may be commonly called cylinder
  • cylinder liner a sleeve which acts as the walls of the cylinder and is made of harder material than the engine block, the cylinder sleeve is inserted into the engine block’
  • the cylinder head predominantly contains; a) the intake port (also called inlet port, which is part of the conduit or ducting for the intake gasses or fuel air mixture into the cylinder, and on which the intake manifold is primarily mounted on and directly connects to), b) exhaust port (which is part of the conduit for the exhaust gasses out of the cylinder), c) intake valves (poppet valves that control the flow of intake gasses or mixture into the cylinder, there may be more than one such valve), d) exhaust valves (poppet valves that control the flow of exhaust gasses out of the cylinder, there may be more than one such valve), e) intake and exhaust valve springs (springs that return the corresponding valves to the closed position), f) one or more spark plugs, g) cooling medium (either cooling fins, coolant jackets or ducts, or oil passages where the oil acts as a coolant, or any combination of the said cooling mediums), and h) the camshaft assembly (where either the entire camshaft is placed into
  • the main problem in such conventional designs is that the cylinder head, and engine block are two separate pieces, and they are assembled with the block fasteners on the crankcase.
  • a‘head gasket’ which is made of a softer material, and which enables proper assembly and sealing of the engine block and cylinder head. Without the head gasket the combustion pressure would vent out through the divide where the cylinder head seats on the engine block for want of proper sealing, since metal on metal sealing is not very effective under such conditions. Such unintentional venting of combustion pressure could cause serious damage to the engine, and potential injury, and also renders the engine ineffective since the combustion pressure is what powers the engine through means of the piston and crankshaft. And also, since the head gasket is made of a softer material, there always exists the possibility of the head gasket giving in under pressure (commonly called head gasket failure), which may cause the same accidental venting of combustion pressure and all the serious problems associated therewith.
  • the heat that is generated by the engine as a by-product is mostly concentrated in and around the exhaust port, exhaust valve, and exhaust valve seat, all of which is contained in the cylinder head.
  • most of the cooling mediums whether cooling fins, coolant ducts or oil passages, is largely contained in the engine block due to the engine block possessing a larger and relatively open external surface area which is used for the cooling mediums. Since the engine block and cylinder head are two separate pieces, the heat transference between the two pieces is limited to transference by means of contact alone, and such heat transference is even further obstructed by the existence of the head gasket.
  • a starter motor is an electrical motor (usually a DC motor) that is used exclusively to start the engine.
  • the starter motor is powered by a battery that is usually onboard the motorcycle and may also use other coils, transformers, solenoids, or relays to transform and control the electricity that is supplied to it.
  • the starter motor starts the engine by driving the crankshaft and compressing the cylinders until at least one of the cylinders attains ignition, and the engine starts.
  • the starter motor is generally placed on the crankcase, and its axis is parallel to that of the crankshaft, and the starter motor is linked to the crankshaft through of means of the starter drive (a drive mechanism that usually uses gears to transmit torque from the starter motor to the crankshaft).
  • the starter drive of the engine can become bulky, and as a result make the engine bulkier and heavier.
  • the starter drive is a mechanism that transmits the torque from the starter motor (an electric motor used exclusively for starting the engine) to the crankshaft, and usually employs gears to do this task.
  • the starter drive in addition to transmitting the torque, usually also features a reduction gear mechanism which decreases the speed (revolutions per minute) and increases the torque which is delivered to the crankshaft.
  • This reduction gear mechanism consists of a gear with a smaller pitch diameter transmitting torque to a gear of larger pitch diameter.
  • the gear with the smaller pitch diameter which is transmitting the torque (commonly called the pinion) has to complete more number of rotations for every rotation that the gear with the larger pitch diameter which is receiving the torque (commonly called the gear) completes. Therefore, the speed or‘revolutions per minute’ is reduced, and the torque is increased.
  • this reduction gear mechanism can be vital to internal combustion engines that require to be as light as possible, such as engines for motorcycles. Because this reduction gear mechanism increases the torque that is delivered to the crankshaft, it enables engines to be started with a starter motor which is lighter, smaller and has a lesser torque output.
  • cylinder wear and cylinder friction Another problem concerning internal combustion engines is cylinder wear and cylinder friction, where cylinder wear is usually associated with cylinder friction.
  • internal combustion engines rely on the reciprocating motion of the piston inside the cylinder to intake, compress, and exhaust the gasses inside the cylinder, and the piston also is the harnessing medium of the expanding combustion gasses and the combustion pressure, and turns it into mechanical energy (torque) through means of the connecting rod and crankshaft.
  • the cylinder walls also called cylinder journal walls
  • apart from containing the pressure inside the cylinder also act as the guide for the piston during operation. In other words, the piston slides along the cylinder walls during the reciprocating motions throughout the engine’s operation.
  • the piston also contains piston rings, which act as a sliding seal between the piston and the cylinder wall so that the cylinder pressure does not vent out of the cylinder and into the crankcase through the bottom of the cylinder.
  • This scraping of the piston rings, and the sliding of the piston generate a lot of friction between the piston / piston rings and the cylinder walls, which could lead to losses in terms of power output of the engine.
  • This scraping and sliding of the piston rings and piston against the cylinder walls also lead to a relatively high degree of wear of the cylinder walls.
  • a cylinder sleeve that is made a of harder material than the engine block, and which acts as the cylinder walls is usually employed to reduce such wear. But even so, wear can still be a serious long term problem. Therefore both cylinder friction and cylinder wear can be serious problems concerning internal combustion engines.
  • Another technical problem concerning internal combustion engines is that the general arrangement and placement of the components and the structure of the engine can restrict the use of idler gears, thereby forcing the‘main power take-off assembly’ (the mechanism that takes power off the crankshaft and transmits it to the transmission) or the ‘auxiliary power take-off assembly’ (the mechanism that takes power off the crankshaft and transmits it to the engine oil pump) to utilize a chain drive mechanism, which is not as durable and reliable as a gear drive mechanism.
  • the placement of components and the general structure of the engine prevents effective positioning of idler gears, or if idler gears have to be positioned in a conventional setup in the available space the idler gear and its corresponding shaft would have to be smaller, and as a result much weaker.
  • a two phase reduction mechanism is a mechanism that uses gears to reduce the speed and increase the torque that is transmitted in two phases.
  • a two phase reduction mechanism requires two gears to be mounted on a shaft and latched to each other so that they rotate as one. But due to space constraints inside the crankcase there may be difficulty in placing a shaft and two gears on that shaft. If such restrictions occur it may not be possible to utilize a two phase reduction gear mechanism and may force the usage of a single phase reduction gear mechanism.
  • the engine oil is normally pressurized by the engine oil pump that is located inside the crankcase and is delivered to the bearings and other components through the several oil passages or‘galleries’ contained in the crankcase.
  • the said engine oil pump is powered by the crankshaft through means of the‘auxiliary power take-off assembly’ (a mechanism that takes the power from the crankshaft and transmits it to the engine oil pump).
  • auxiliary power take-off assembly a mechanism that takes the power from the crankshaft and transmits it to the engine oil pump.
  • crankpin which is assembled and fastened on the crank webs.
  • space available on those such components to place a fastener, and also the space required to access the said fastener for assembly and removal might be limited, and which may force the usage of a smaller fastener which might be weaker.
  • the two cylinders have a radial offset (radial in relation to the crankshaft). That radial offset of the cylinders give V-twin engines the characteristic“V” appearance of the cylinders as seen from the side. But this radial offset of the cylinders also causes an uneven firing order among the two cylinders. That is, the time measured from a forward cylinder’s combustion to the next rearward cylinder’s combustion is not equal to the time measured from a rearward cylinder’s combustion to the next forward cylinder’s combustion. And as such, the timing of the intake strokes of the two cylinders are also identically uneven.
  • throttle assembly that has one single throttle valve (also called a throttle shutter or butterfly valve).
  • the throttle valve is opened by effort put into an actuation mechanism (may be a cable mechanism, lever mechanism or otherwise), and is usually enabled to close automatically by springs incorporated into the throttle valve assembly.
  • This throttle valve is the component of an internal combustion engine that controls and regulates the amount of intake gasses which enter the cylinders, and hence regulates combustion pressure of the cylinders, and thus the power output of that engine.
  • both the cylinders have to draw intake gasses through the one common throttle valve.
  • both the cylinders will not receive an equal amount of intake gasses at any given throttle position (whether open, regulated, or throttled). This is because the lead cylinder (the lead cylinder is the cylinder which has more time before its intake stroke, measured from the previous intake stroke of the other cylinder) tends to‘starve’ the following cylinder (the following cylinder is the cylinder which has lesser time before its intake stroke, measured from the previous intake stroke of the other cylinder) by drawing more of the intake gasses that flows through the throttle valve. This is another technical problem concerning internal combustion engines, and more specifically engines of V-twin layout, since such‘starvation’ of the following cylinder leads to loss of power output and effectiveness of such engines.
  • fuel is petrol for petrol engines
  • intake gasses basically is air
  • the fuel injector injects the pressurized fuel into the stream of intake gasses in such a manner that the fuel quickly vaporizes (this vaporizing is commonly known as‘atomizing’) and mixes with the intake gasses to form the fuel air mixture (also known as‘air-fuel-mixture’ or simply‘mixture’).
  • the mixing of the fuel vapour with the intake gasses is generally through means of the turbulences in the intake gasses.
  • conduit or ducting refers to any channel or pathway that the intake gasses take to reach the cylinder
  • engines rely on the turbulences that are created inside a cylinder to mix the fuel vapour with the intake gasses. This might not be sufficient to facilitate an even mixing of the fuel vapour into the corresponding volume of intake gasses to form a uniform fuel air mixture. And also, there might not be sufficient time for the fuel vapour and the corresponding volume of intake gasses to mix before the ignition happens.
  • This innovative V-twin engine which is here disclosed uses an innovative connecting rod setup to overcome the above said problem of a V-twin engine’s cylinders requiring to be axially offset (“technical problem 1”).
  • This innovative connecting rod setup is characterized by having three connecting rods for the two cylinders of this engine. This is shown in Fig. 1.
  • the three connecting rods are of two different types, which is here referred to as “type-1 connecting rod” and “type-2 connecting rod”.
  • This V-twin engine is characterized by having one‘type-1 connecting rod’ (7) corresponding to the forward cylinder and two‘type-2 connecting rods’ (8 and 9) corresponding to the rearward cylinder.
  • the two‘type-2 connecting rods’ are a plurality of the same component, but for the sake of clarity they are here individually identified as‘type-2 connecting rod-A’ (8), and‘type-2 connecting rod-B’ (9).
  • The‘type- 1 connecting rod’ (7) connects the forward cylinder’s piston to the‘crankpin’ (6).
  • the two type-2 connecting rods that is, ‘type-2 connecting rod-A’ (8) and ‘type-2 connecting rod-B’ (9) connect the rearward cylinder’s piston to the‘crankpin’ (6).
  • ‘type-2 connecting rod-A big end’ (1 1) and‘type-2 connecting rod-B big end’ (12) is placed on either side of the‘type-1 connecting rod big end’ (10).
  • the‘type-1 connecting rod’ (7) is positioned in between‘type-2 connecting rod-A’ (8) and‘type-2 connecting rod-B’ (9).
  • the two type-2 connecting rods connect the same piston to the same crankpin, and in essence, the two type-2 connecting rods move and function as one connecting rod. And each of the two type-2 connecting rods is close to exactly half the mass of the type-1 connecting rod therefore preserving the balance characteristics of the engine.
  • the two type-2 connecting rods can be visualized as another type-1 connecting rod that has been completely“split” along the plane which is perpendicular to the axis of its big end hole, to make two connecting rods which are each half the girth, and the two such connecting rods placed on either side of the forward cylinder’s type-1 connecting rod along the crankpin.
  • This setup eliminates the side by side placement of the connecting rods on the crankpin that is seen in conventional designs, and the cylinders needing to be axially offset in relation to the crankshaft is eliminated. Therefore, this innovative split connecting rod design or setup that this innovative engine possesses reduces the overall bulkiness and mass of the engine, thus making it more effective in motorcycles over conventional engines.
  • this innovative connecting rod setup completely eliminates the axial offset (axial in relation to the crankshaft) of the cylinders, this innovative feature largely alters the main structure, dimensions, and characteristics of this engine, which most of the other features and components are built around.
  • This innovative connecting rod setup enables both the crank webs or crank main bearing’s journals or ends of the crankpin to be generally subjected to equal amounts of stress or forces at all times during operation of this engine, therefore it is balanced and technically sound, and does not compromise on strength. Therefore, this gives this engine the ability to reach and maintain high RPM ranges for extended periods without any unbalanced stress on the 'crankpin' (6), the 'crank webs' (4), or the 'crankshaft main bearing's journals' (3).
  • the solution to“technical problem 2” is to form the cylinder head and the engine block into one piece, so that the heat transference from the cylinder head to the engine block is through means of conduction through the same material itself rather than through means of contact between two separate pieces. Also, when the cylinder head and engine block is made of a single piece there will be no divide between the cylinder head and the engine block through which combustion pressure can accidentally vent. And also, since the cylinder head and engine block is one and the same piece and there exists no divide, the head gasket is rendered irrelevant and can be excluded entirely. And all the serious problems associated with head gasket failure and accidental combustion pressure venting are eliminated.
  • This innovative engine utilizes exactly this above said solution by combining each engine block with the corresponding cylinder head to form one part and piece, where the said part is both the engine block and the cylinder head.
  • a‘mono-block’ 13
  • This innovative engine is of V-twin layout and possesses two‘mono-blocks’ which contain one cylinder each and is assembled on the‘block seats’ (54) of the crankcase.
  • the two mono-blocks are near mirror images of each other, so only one of the two blocks is shown in detail in Fig. 2 and in Fig. 3, and described in detail below.
  • The‘mono-block’ (13) is formed and fabricated as one piece, that is, it is cast and finished as one single piece using any conventional casting methods and finished using any currently existing machining (machining here refers to any kind of removal of material from a workpiece, such as grinding, cutting, polishing, sawing, drilling, and the like) methods, it may also be completely machined and finished as one piece from billet or material stock. And the‘mono-block’ (13) contains all the predominant features and characteristics of both the engine block and the cylinder head.
  • The‘mono-block’ (13) contains the‘cylinder’ (32),‘cylinder sleeve’ (14),‘block cooling fins’ (35),‘block oil passages’ (38), and the‘block fastener holes’ (one of the holes is seen in Fig. 3) (42), all of these features are normally found in the engine blocks of conventional engines.
  • the mono-block also contains the‘intake port’ (22) (which is a part of the conduit or ducting for intake gasses / fuel air mixture into the cylinder),‘exhaust port’ (15) (which is a part of the conduit or ducting for exhaust gasses out of the cylinder), ‘intake valves’ (37), ‘exhaust valve’ (16), ‘exhaust valve seat’ (17), ‘exhaust valve guide’ (18), ‘intake valve seats’ (not shown), ‘intake valve guides’ (not shown), ‘exhaust valve spring’ (19),‘intake valve springs’ (one of the springs are seen) (23), spark plugs (not shown), and partial lodging of the‘camshaft’ (39), all of these features and components are normally found in the cylinder heads of conventional engines. Since the predominant components and features that are found in both the cylinder head and the engine block of conventional engines are contained in / are part of the mono-block, the mono-block is one part and piece, which is both the cylinder head and the engine block.
  • the mono-block contains all the locations where the heat the engine generates as a by-product is generally concentrated, that is the‘exhaust port’ (15), the‘exhaust valve’ (16), and‘exhaust valve seat’ (17). And the‘mono-block’ (13) also contains almost all of the cooling mediums, that is, the‘block cooling fins’ (35), and‘block oil passages’ (38) where the oil acts as the coolant. Since the locations of heat concentration and the locations of the cooling mediums are located or contained in one single piece, the heat transference throughout this piece will be through means of conduction through the material itself, rather than through means of contact. This aspect enables the concentrated heat to dissipate via almost all the cooling mediums contained in the mono-block, which greatly enhances the heat dissipation potential of this engine, and greatly reduces the problems associated with overheating.
  • the mono-block is one part and piece, which is both the cylinder head and engine block, there exists no divide that needs sealing by means of a head gasket, and the need for the head gasket and all the serious problems associated with a head gasket failure is completely eliminated.
  • The‘mono-block’ (13) is formed and fabricated as one piece along with all the features that are a part of the mono-block and are made of the same material, such as the‘block cooling fins’ (35),‘exhaust port’ (15),‘combustion chamber’ (33),‘block fastener holes’ (one of the holes is shown)(42),‘block oil passages’ (38) and‘intake port’ (22) .
  • the other components such as the‘exhaust valve’ (16),‘exhaust valve seat’ (17),‘exhaust valve guide’ (18),‘intake valves’ (37),‘intake valve seats and guides’ (not shown),‘intake valve springs’ (one of the springs is shown)(23),‘exhaust valve spring’ (19),‘spark plugs’ (not shown), and‘cylinder sleeve’ (14) are assembled into, and are contained in the‘mono-block’ (13).
  • The‘intake manifold’ (99) (which is partially shown in Fig. 13 and Fig.
  • the ‘mono-block’ also contains two‘spark plugs’ (not shown).
  • The‘cylinder sleeve’ (14) is made of a harder material to withstand wear, and is inserted into the‘mono-block’ (13) by means of compression or thermal fitment and acts as the cylinder walls.
  • The‘camshaft’ (39) is partially lodged in the‘mono-block’ (13) using the‘camshaft bearings’ (41), and is clamped in place with the‘mono-block cap’ (29).
  • The‘mono-block cap’ (29) covers the top of the‘mono-block’ (13), and also contains the‘rocker arms pivot’ (36),‘intake rocker arms’ (27), and‘exhaust rocker arm’ (25).
  • The‘mono-block’ (13) with the all the corresponding components in place, and the‘mono-block cap’ (29) placed on, is referred to as the‘mono-block assembly’.
  • This engine is of V-twin layout and possesses two mono-block assemblies containing one cylinder each.
  • the‘forward mono-block assembly’ (43), and the‘rearward mono-block assembly’ (44) is partly visible.
  • the‘forward mono-block assembly’ (43) contains the forward cylinder
  • the ‘rearward mono-block assembly’ (44) contains the rearward cylinder.
  • This mono-block design feature enables this engine to properly capitalize on the ability to reach and maintain high RPM ranges that is granted by the innovative connecting rod setup (described under“solution to technical problem 1”). This is because the mono-blocks effectively dissipate the high amounts of heat that is generated at such high RPM ranges and enable the engine to maintain such high RPM ranges for extended periods, while at the same time being cost-effective. Without such a mono-block design feature, this engine would quickly overheat at such high RPM ranges, and the ability to reach and maintain high RPM ranges that is granted by the innovative connecting rod setup would be squandered.
  • the solution to“technical problem 3” is to innovatively place the starter motor in a position that is; a) compact and space saving, b) maintains the center of gravity, c) is easy to link to the crankshaft via the starter drive. And for an engine of V-twin layout, there exists one such location that satisfies these requirements; the location is in between the two cylinders of the engine, that is, in between the angle of the“V” that the cylinders form.
  • This invention utilizes this solution to the technical problem concerning the positioning of the starter motor (“technical problem 3”).
  • the starter motor is positioned on the crankcase in a location that is between the forward cylinder (also called cylinder-1 ) and the rearward cylinder (also called cylinder-2). That is, the starter motor is positioned in between the angle of the “V” that the cylinders figuratively form. This is shown in Fig. 4.
  • This engine uses two mono-block assemblies instead of the two engine blocks and corresponding cylinder heads, which is already described above under“solution to technical problem 2”.
  • the ‘starter motor’ (46) is positioned in between the‘forward mono-block assembly’ (43) and the‘rearward mono-block assembly’ (44).
  • starter motor (46) is mounted on the‘starter motor mounting location’ (45), which is part of the crankcase.
  • the ‘starter motor mounting location’ (45) is also shown clearly in Fig. 6 with the forward mono-block assembly, rearward mono-block assembly, and starter motor removed.
  • This innovative positioning of the starter motor makes this engine more compact in dimension, more balanced in weight distribution, and also enables the starter drive to be made lighter and to be seamlessly incorporated into the other systems of the engine.
  • This innovative placement of the starter motor is facilitated by this innovative engine possessing no axial offset of the cylinders (axial in relation to the crankshaft), which is the direct effect of the innovative connecting rod setup (described under“solution to technical problem 1”). If there existed an axial offset, this positioning of the starter motor will not be as effective, and rather than being compact may actually add up to the bulkiness of the overall engine, and would make this type of starter motor positioning unfeasible in that case.
  • the solution to“technical problem 4” is for the starter drive to possess two stages of reduction gears. That is, the starter drive should reduce the speed and increase the torque in two phases. Since the torque is increased in two phases, the total increase in the torque can be much higher than starter drives possessing a single-phase reduction, without the final gear having a pitch diameter that is unwieldly large. This enables the engine to be started with a starter motor that is smaller, lighter, and has a lesser torque output.
  • This invention utilizes the above said solution by possessing a starter drive that has two phases of reduction.
  • the starter drive that this engine possesses contains two phases of reduction gears, which reduces the speed (revolutions per minute) and increases the torque in two phases.
  • this innovative engine incorporates some components of the starter drive into the timing drive system.
  • the timing drive is a chain drive mechanism that takes the power from the crankshaft and drives the two camshafts of the corresponding cylinders, which in turn operate the corresponding valves.
  • This incorporation of segments of the starter drive into the timing drive even further increases the compactness of this engine, and is made possible because of the starter motor being positioned in between the two cylinders (or mono-block assemblies) of this engine.
  • the positioning of the starter motor has been described above under“solution to technical problem 3”.
  • the entire starter drive, and parts of the timing drive where the starter drive is incorporated into, is shown in detail in Fig. 5.
  • the torque from the‘starter motor’ (46) is transmitted to the‘crankshaft’ (2) through means of the starter drive.
  • the starter drive is comprised of the‘phase-1 pinion’ (47), the‘phase-1 gear’ (48), the‘phase-2 pinion’ (49), and the‘phase-2 gear’ (50).
  • The‘starter motor’ (46) turns the‘phase-1 pinion’ (47) which is placed on the starter motor’s shaft.
  • The‘phase-1 pinion’ (47) meshes with and transmits torque to the‘phase-1 gear’ (48) which is of a larger pitch diameter than the‘phase-1 pinion’ (47).
  • The‘phase-2 pinion’ (49) is of a smaller pitch diameter than the‘phase-1 gear’ (48) and is latched through means of a dog clutch to the‘phase-1 gear’ (48) and rotates with the same direction, speed, and torque as the‘phase-1 gear’ (48).
  • The‘phase-2 pinion’ (49) then meshes with and transmits torque to the‘phase-2 gear’ (50) which has a larger pitch diameter than the‘phase-2 pinion’ (49).
  • The‘phase-2 gear’ (50) is mounted on the‘crankshaft’ (2) and turns the crankshaft to compress the cylinders through means of the connecting rods and pistons till the cylinders attain ignition, and the engine starts. Furthermore, the ‘phase-1 gear’ (48) and the‘phase-2 pinion’ (49) have the same axis of rotation as the ‘timing drive idler sprocket’ (52) and they are incorporated into the‘timing drive idler sprocket’s shaft’ (51 ).
  • the ‘phase-1 gear’ (48) and the ‘phase-2 pinion’ (49) are mounted on the‘timing drive idler sprocket’s shaft’ (51) but are free to rotate and are only axially located (axially fixed in place) on the shaft, and therefore can rotate in different direction or speed of the‘timing drive idler sprocket’ (52) or the‘timing drive idler sprocket’s shaft’ (51 ).
  • This incorporation of some gears of the starter drive into the timing drive system enables this innovative engine to be even more compact, and lighter.
  • This starter drive layout or setup would not be possible if not for the innovative positioning of the starter motor between the two cylinders of the engine (described under "solution to technical problem 3").
  • This innovative engine utilizes the above said solution of introducing engine oil to the cylinder walls and the sides of the pistons.
  • This engine employs the same features in both of its cylinders, and since both the cylinders are near mirror images of each other only one of the cylinders is shown in Fig. 2 and Fig. 3 and explained below.
  • the engine oil that is supplied to the side part of the piston and the cylinder wall is introduced into the cylinder by the‘cylinder oil jets’ (34) which are contained in the bottom part of the‘cylinder sleeve’ (14).
  • The‘cylinder sleeve’ (14) acts for all significant purposes as the walls of the cylinder.
  • The‘cylinder oil jets’ (34) are basically calculated and appropriately spaced small diameter drillings that are made through the cylinder walls (the cylinder sleeve), which vent at high pressure a calculated quantity of oil. Every time the piston moves to the lowest point in the cylinder during the reciprocating movement, the piston’s sides (the piston skirts, which actually slide along the cylinder walls) come into contact with the oil that is constantly vented from the cylinder oil jets.
  • The‘cylinder oil jets’ (34) are fed pressurized engine oil through means of the ‘eccentric’ oil feed that is cut into the crankcase where the mono-blocks‘seat’ onto the crankcase.
  • This oil feeds that supply oil to the cylinder oil jets of both the cylinders is shown in Fig. 6, where the‘oil feeds’ (55) on the‘block seats’ (54) are seen.
  • the oil feeds are supplied pressurized engine oil through means of the oil ducting and passages in the crankcase.
  • This oil feeds that are cut into the crankcase basically are comprised of circular grooves which evenly supplies pressurized engine oil to all the cylinder oil jets evenly.
  • This innovative engine possesses the above said system of cylinder oil jets and the corresponding oil feeds that is cut into the block seats of the crankcase. This significantly reduces both the cylinder friction and cylinder wall wear, and thereby the negative effects of such factors are also significantly reduced.
  • the cylinder oil jets also solve a problem associated with the innovative connecting rod setup that this engine utilizes.
  • the problem is that, the two type-2 connecting rods corresponding to the rearward cylinder are roughly half the girth of the type-1 connecting rod, and as a result the oil hole contained in the type-2 connecting rods is also much narrower than in the type-1 connecting rod. And because of this the quantity of oil delivered to the corresponding wrist pin is also much lesser. This lesser oil whilst being enough to lubricate the small ends of the type-2 connecting rods, will not be enough to reach the cylinder walls either through means of splash or through the oil passages in the corresponding wrist pin. And ultimately the cylinder walls of the rearward cylinder will run even more oil-starved than in conventional engines.
  • the solution to“technical problem 6” is to place the idler gear in the available space between the other components in the engine in such a manner that the strength of the idler gear assembly is not compromised on.
  • This innovative engine utilizes this solution and uses an innovative placement method of idler gears that is strong and compact, which enables this engine to make use of a reliable gear drive mechanism, instead of being forced to use a chain drive mechanism, to take the power off the crankshaft and transmit it to the transmission or the engine oil pump.
  • the mechanism that takes off power from the crankshaft and transmits it to the transmission is here referred to as the ‘main power take-off assembly’.
  • the mechanism that takes off power from the crankshaft and transmits it to the engine oil pump is here referred to as the‘auxiliary power take-off assembly’.
  • This method can enable the main power take-off assembly or the auxiliary power take-off assembly of this engine to use either spur gears or helical gears as the same mounting method is applicable for both types.
  • This innovative method of positioning idler gears inside the crankcase makes use of gears which do not possess a bore, and such gears are not mounted on a shaft. Instead such gears are mounted into the material of the crankcase through means of one or more bearings and using their specifically dimensioned hubs which act as a shaft. Such gears that are mounted using this innovative method is here referred to as shaft-less gears.
  • The‘shaft-less gear’ (57) is not mounted on a shaft, rather it is mounted without a shaft into the‘material of the crankcase’ (58) using ‘bearing-A’ (60) and the‘shaft less gear’s hub’ (59).
  • The‘bearing-A’ (60) (called as‘bearing-A’ for the sake of clarity and to specifically identify it) is of a conventional plain bearing type (also called‘sleeve bearing’ or‘journal bearing’), although other types of bearings such as deep-groove ball bearings, roller bearings, or any rolling element bearing can also be used in the similar method to place a shaft-less gear.
  • The‘shaft-less gear’s hub’ (59) is of a dimension that fits this purpose, and its outer surface is finished or super-finished to form the journal. Since the‘shaft-less gear’ (57) and the‘shaft-less gear’s hub’ (59) is the same part and piece, this provides a very strong fitment, and also at the same time being very compact.
  • The‘shaft-less gear’ (57) is mounted into the‘bearing-A’ (60) just like any shaft with a journal is mounted into a corresponding bearing, and is axially located and held in place by the ‘retainer’ (61 ) and the‘fastener’ (62).
  • the bearing is fed pressurized engine oil through the‘bearing oil feed’ (63) that is formed into the‘material of the crankcase’ (58) which enables the‘bearing-A’ (60) to function smoothly.
  • This above described method of placing idler gears is referred to as‘shaft-less gear mounting’.
  • This shaft-less gear mounting method offers compact placement of idler gears and it does not compromise on strength, and thus enables this innovative engine to utilize gear drive mechanisms for its main power take-off and auxiliary power take off assemblies, and therefore enables this engine to be lighter, more compact, and more reliable than conventional engines of such type.
  • This shaft-less gear mounting method also is the fundamental basis for the tandem gear mounting method (described under“solution to technical problem 7”).
  • the 'base gear' (64) of the tandem gear mounting method is basically a 'shaft-less gear' on which the 'tandem mounted gear' (65) is directly mounted onto. Without this shaft-less gear mounting method, the tandem gear mounting method would not be effective.
  • the solution to“technical problem 7” is to employ an innovative arrangement where two gears which are to be latched together can be mounted with a common axis of rotation without the use of a shaft. This would enable the mounting of such gears to be more compact, and enable a two phase reduction gear mechanism to be utilized inside the crankcase even in locations where the space is very constrained.
  • This innovative engine utilizes this solution and possesses a method of mounting two gears that are latched together without a shaft.
  • This method is here referred to as‘tandem gear mounting’, as the gears are figuratively mounted one behind the other along the same axis without the use of a shaft.
  • This tandem gear mounting method can utilize spur gears or helical gears to function as this same method supports both types of gears.
  • This tandem gear mounting method also utilizes the shaft-less gear mounting method described above, where the tandem mounted gear is directly mounted on the base gear, and the base gear is mounted into the crankcase using the shaft-less gear mounting method described above under“solution to technical problem 6”.
  • FIG. 8 This is shown in Fig. 8, where there are two gears, the‘base gear’ (64), and the‘tandem mounted geah (65), where the two gears are mounted along the same axis and are latched to each other without the use of a shaft.
  • The‘tandem mounted gear’ (65) is mounted directly on the‘base gear’ (64) using the‘tandem mounting fasteners’ (66).
  • The‘base gear’ (64) does not possess a bore and has two hubs,‘base gear’s hub-A’ (69), and‘base gear’s hub-B’ (67) each of which are made to specific dimensions to suit the corresponding purposes.
  • The‘tandem mounted gear’s bore’ (68) is of a high precision and seats on‘base gear’s hub-B’ (67) which is also of a high precision.
  • The‘base gear’s hub-B’ (67) acts as a boss
  • the‘tandem mounted gear’s bore’ (68) acts as the hole feature, and as such the‘tandem mounted geah (65) is correctly located in place along the exact axis of the‘base gear’ (64).
  • the‘base gear’ (64) is mounted into the material of the crankcase without a shaft and follows the shaft-less gear mounting method described above under “solution to technical problem 6”.
  • the‘base gear’s hub-A’ acts as the shaft, where the outer surface of the base gear’s hub-A is finished or super finished to form a journal, which is then placed into the‘bearing-B’ (70) just like any shaft that has a journal is placed into a corresponding bearing, and is as such enabled to rotate inside the‘bearing-B’ (70) and the shaft-less placement of the‘base gear’ (64) is completed with a retainer and fastener.
  • This tandem gear mounting described above enables the compact placement of two gears which are to be latched together and have the same axis, direction, speed, and torque of rotation.
  • This enables this innovative engine to compactly accommodate a two phase reduction gear mechanism in very tight spaces, namely in its auxiliary power take-off assembly (the mechanism that takes power off the crankshaft and transmits it to the engine oil pump).
  • This increases the quantum of torque amplification of the auxiliary power take-off assembly, thereby enabling the engine to run the engine oil pump more effectively.
  • This tandem gear mounting method fundamentally relies on the shaft-less gear mounting method (described under “solution to technical problem 6”), and would not be effective without that method.
  • the solution to“technical problem 8” is to incorporate a highly responsive pressure correcting system into the engine oil pump to actively vent the excess pressure that may accumulate via an‘overflow valve’.
  • the engine oil pump can be set to deliver appropriate output at the lower RPM ranges of the crankshaft, and whenever the crankshaft reaches higher RPM ranges the‘overflow valve’ will vent the excess output and pressure, thereby maintaining an even and steady engine oil supply and pressure to all the bearings and sliding components contained in the engine throughout all RPM ranges.
  • overflow valve also may be called a pressure-relief valve
  • FIG. 9 where the overflow valve is contained in the‘integrated pump block’ (82) which also acts as the housing for the engine oil pump.
  • the overflow valve is comprised of the‘overflow valve piston’ (76), ‘overflow valve spring’ (77), ‘overflow valve oil passages’ (79),‘overflow valve inlet’ (80), and‘overflow valve outlet’ (81).
  • the engine oil pump is of external gear type which uses the meshing between two gears inside the integrated pump block to create pressure and pump the engine oil.
  • the oil is drawn in through the‘pump inlet duct’ (72), pressurized and exited through the ‘pump outlet duct’ (73).
  • the overflow valve is of a piston type, where the‘overflow valve piston’ (76) thrusted upon by the‘overflow valve spring’ (77), holds the orifice shut when the pressure is lower than the designated threshold. But whenever the pressure increases beyond that threshold, the‘overflow valve piston’ (76) is pushed back compressing the‘overflow valve spring’ (77), and the orifice opens and vents the engine oil through the‘overflow valve oil passages’ (79) till the pressure falls below the threshold, at which point the‘overflow valve piston’ (76) again seals the orifice.
  • The‘overflow valve inlet’ (80) is connected to the‘pump outlet duct’ (73), and the‘overflow valve outlet’ (81 ) is connected to the‘pump inlet duct’ (72) thereby the excess engine oil that is vented is effectively channelled back into the engine oil pump, which saves some power.
  • The‘pump inlet duct’ (72) and the‘pump outlet duct’ (73) passes through the‘base plate’ (71 ) which also serves as a lid for the engine oil pump and contains some of the‘pump gear bearings’ (75) (only some of the bearings are visible in this cross sectional view).
  • the overflow valve Since the overflow valve is positioned very close to the engine oil pump the responsiveness of the overflow valve is higher, and also the vented engine oil is directly fed into the engine oil pump inlet duct which reduces wasted effort of siphoning that amount of oil from the oil sump.
  • This increased responsiveness that this overflow valve and engine oil pump offers, enables this innovative engine to regulate the engine oil fed to the bearings and sliding components that it contains more effectively, thereby increasing the reliability of this engine.
  • the‘cylinder oil jets’ described under“solution to technical problem 5” relies on this feature which enables it to deliver the calculated amounts of engine oil far more steadily.
  • this innovative engine oil pump design is set to deliver the optimal output and pressure at the lower RPM ranges of the crankshaft, and thus relies on the integrated overflow valve to vent the excess output at the higher RPM ranges. Because of this setup, the torque required to run the pump at the lower RPM ranges of the crankshaft will be higher than in conventional pump designs. Therefore the auxiliary power take-off assembly (the mechanism that takes off power from the crankshaft and transmits it to the engine oil pump) will be most importantly required to possess a high degree of torque amplification, so that running the pump at lower RPM ranges is much easier for the engine (especially since internal combustion engines of such type produce relatively lesser torque at lower RPM ranges). This requirement is fulfilled by the tandem gear mounting method which enables the auxiliary power take off assembly to possess two phases of reduction, and as a result have a high degree of torque amplification.
  • the solution to“technical problem 9” is to use an innovative type of specialized fastener that requires lesser space to be placed and to access relative to the size of the fastener. Thereby a relatively larger specialized fastener of higher strength can be placed in the same space required to place a smaller fastener of conventional type.
  • This innovative engine utilizes this above said solution and utilizes a type of specialized fasteners that specifically require lesser space to be placed and to be accessed.
  • This innovative type of fastener that this engine possesses is here referred to as a‘jigsaw’ fastener due to the figurative curvy outer profile that it possesses. Shown in Fig. 1 , where the‘crankpin’ (6) is assembled on the‘crank webs’ (4) and fastened using the‘jigsaw fasteners’ (5) (one of the jigsaw fasteners is visible). The ‘crankpin’ (6) is assembled and fastened on both the crank webs in this same manner using jigsaw fasteners.
  • The‘jigsaw’ fastener is shown in detail in Fig. 10.
  • the jigsaw fastener is basically a nut with a specialized outer profile that requires lesser space to be accessed.
  • the jigsaw fastener possesses a‘central hole’ (86) that is threaded, and an outer profile that consists of a series of ‘rounded elevations’ (85) and ‘rounded depressions’ (84).
  • the number of‘rounded elevations’ (85) and‘rounded depressions’ (84) are equal, and they are alternatingly and evenly spaced along the outer profile.
  • the series of ‘rounded elevations’ (85) and ‘rounded depressions’ (84) serve as gripping points for the corresponding removal tool’s head, which has a matching inner profile.
  • the series of rounded elevations and rounded depressions that are evenly spaced ensure that the torque applied to the fastener while fastening and removing is evenly distributed around the body of the fastener, enabling this jigsaw fastener to be fastened with more torque.
  • This enables the fastener through the threading in the ‘central hole’ (86) to be fastened even tighter on the designated component with the matching male threaded section, thereby increasing the effectiveness of the fastened component.
  • the difference between the‘highest point’ on the rounded elevation and the ‘lowest point’ of the rounded depression is also smaller than found on typical conventional fasteners that possess a hexagonal outer profile. This enables the body of the fastener (the material between the inner dimension or inner surface of the central hole, and the‘lowest point’ of the rounded depression) to be larger, and therefore the fastener is stronger than a conventional fastener of hexagonal profile of comparable size.
  • The‘highest point’ here referred to means a point on any of the ‘rounded elevations’ (85)(or generally the outer profile) that is farthest from the axis of the central hole.
  • the‘lowest point’ here referred to means a point on any of the ‘rounded depressions’ (84)(or generally the outer profile) that is the closest to the axis of the central hole.
  • This jigsaw fastener also requires a removal tool with a head geometry that matches the outer profile of this fastener, and such a removal tool must be used to fasten and remove this jigsaw fastener. This is shown in Fig. 1 1 , where the matching head geometry of the‘specialized removal tool head’ (87) is seen.
  • This engine by design makes certain sections more compact and fastens those sections using this type of jigsaw fastener, thereby which contributes to the overall engine being more compact, and lighter without compromising on strength.
  • this jigsaw fastener enables the crankshaft assembly (especially a crankshaft assembly of this dimensions) to possess a crankpin which is a separate piece, without the fasteners which fasten the said crankpin getting too weak.
  • the crankpin (6) being a separate piece from the crank webs (4) enables the three connecting rods (7)(8)(9) to be placed on the crankpin before the crankpin (6) is assembled into the crank webs (4).
  • the connecting rods can be of a 'one piece' (where a connecting rod is made up of one single piece, excluding any bearings or sleeves) layout, which offers increased strength and cost-effectiveness.
  • the solution to the technical problem of the lead cylinder‘starving’ the following cylinder in an engine of V-twin layout is for the engine to have a throttle assembly that possesses two independent throttle valves where each throttle valve leads exclusively to one cylinder. Since the lead cylinder and the following cylinder each has its own throttle valve, each cylinder will receive the appropriate amount of intake gasses for any given throttle position and the starvation of a cylinder can not occur.
  • the throttle assembly in addition to containing two independent throttle valves will require an actuation mechanism that opens the two throttle valves in unison and ensures that each throttle valve is in the same position (position here refers to open, regulated, or throttled position of the throttle valve) and allows equal amounts of intake gasses to flow to the corresponding cylinders.
  • the two throttle shutters will also require a method to ensure, similar to the opening, they also are automatically closed in unison.
  • This innovative engine utilizes this above said solution to eliminate the problem concerning the lead cylinder starving the following cylinder (“technical problem 10”).
  • This engine utilizes a throttle assembly that has two independent throttle valves.
  • the two throttle valves contained in the assembly are independent in the sense that each throttle valve completely controls and regulates the flow of intake gasses to exclusively one cylinder and turns around an independent axis (each valve has its own throttle shutter stem). Since each of the two cylinders has its own exclusive throttle valve, cylinder starvation can not occur.
  • the two independent throttle valves are part of one single assembly, and are opened and closed together in unison using a pivot linkage system.
  • This linkage system is shown in detail in Fig. 12.
  • This system connects the two throttle shutters using a series of links and pivot points that ensures that both throttle valves are in the same position.
  • the throttle valves basically consist of the throttle bodies (not shown), and the corresponding ‘throttle shutters’ (91).
  • the ‘throttle shutters’ (91 ) are connected to the corresponding‘throttle shutter stems’ (92), which are mounted into the assembly through means of the‘throttle shutter bearings’ (93), and are enabled to pivot on their corresponding axis.
  • Each of the two throttle shutters is connected to the corresponding‘linkages’ (90), and the two‘linkages’ (90) are interconnected through means of the‘main linkage’ (88) and the‘pivot points’ (89).
  • The‘linkages’ (90) and the‘main linkage’ (88) are positioned and dimensioned in such a manner that when any one of the‘throttle shutters’ (91 ) turns on its axis, the other throttle shutter will also turn in the same manner.
  • One of the‘linkages’ (90) also contains the‘actuation pulley’ (95) which is actuated by the throttle cable (not shown), which is the means of actuating and controlling the entire throttle assembly.
  • the ‘throttle return spring’ (94) is a coil spring that has one end lodged on the throttle body, and the other end lodged on one of the‘linkages’ (90), and automatically closes both of the throttle valves through means of the linkages and pivot points when no actuation force is present.
  • This throttle system that this innovative engine possesses enables its cylinders to function at peak effectiveness under all throttling conditions without the lead cylinder starving the following cylinder. And also the pivot linkage system enables the throttle valves to be synchronised and enables both the cylinders of this engine to produce an even output under all throttling conditions thereby enhancing the effectiveness of this innovative engine.
  • pivot linkage system enables both the throttle valve’s centers to exist on a single plane that is perpendicular to the crankshaft.
  • This aspect in unity with the ‘zero axial offset of the cylinders’ which is the result of the innovative connecting rod setup (described under“solution to technical problem 1”), preserves the effectiveness of the innovative specialized geometries of the conduits or ducting for intake gasses that this engine possesses (described under“solution to technical problem 1 1”).
  • the solution to“technical problem 1 1” is to create and maintain a controlled quantity of turbulence in the sections of the conduit or ducting (conduit or ducting refers to any channel or pathway that the intake gasses take to reach the cylinder) for intake gasses that exist downstream of the throttle valve, without restricting larger volumes of intake gasses from reaching the cylinder that is required when the engine reaches higher RPM ranges.
  • This such turbulences created and maintained in the ducting or conduit for intake gasses will initiate the mixing of the fuel vapour and intake gasses as soon as the fuel injector injects the fuel into the stream of intake gasses inside such a ducting or conduit. This significantly contributes to the degree and duration of the mixing of the fuel vapour and intake gasses.
  • the turbulences that are generated inside the cylinder will add up to this mixing and ensure a much higher degree of mixing or dissipation of the fuel vapour into the corresponding volume of intake gasses. And as a result, the fuel air mixture will be much more uniform, with the fuel vapour more evenly dissipated into the entire corresponding volume of intake gasses, which in turn increases the effectiveness of the combustion and ultimately increases the power output and effectiveness of the engine.
  • This innovative engine uses this above said solution, and creates and maintains a significant degree of turbulence inside the conduits or ducting for intake gasses.
  • This engine has two throttle valves where each throttle valve controls the flow of intake gasses to exclusively one cylinder, which has been described under“solution to technical problem 10”. Therefore, this engine possesses, downstream of the throttle valves, two conduits or ducting for intake gasses, where each such conduit or ducting conveys the intake gasses which passes through one throttle valve exclusively to the corresponding cylinder.
  • conduits or ducting for intake gasses that exists downstream of the throttle valves are identical in every manner, and are mirror images of each other, only one of the two such conduits or ducting for intake gasses is exemplified with figures, and described in detail below.
  • the conduit or ducting for intake gasses that exists downstream of the throttle valve can be identified as different sections.
  • the sections being; a) the intake manifold, which starts immediately down-stream of the throttle valve, and ends at the intake port, on which it is primarily mounted on and connects to, b) the intake port, this is the section of the conduit or ducting for intake gasses that is cast / formed into the mono block, and on which the intake manifold directly seats and connects to (an intake manifold gasket may be used for the purpose of sealing), and the intake port ends at the two valve seats (intake valve seats), and c) the intake valve seats, where the two intake valves‘seat’ on and closes off the conduit or ducting for intake gasses from the cylinder, till actuated by means of the rocker arms and the camshaft, and the two intake valve seats are considered the final part of the conduit or ducting for intake gasses before the intake gasses / fuel air mixture enters the cylinder.
  • the controlled turbulence that is created inside the conduit or ducting for intake gasses is done through means of a specialized geometry that the intake manifold possesses.
  • This specialized geometry is basically the‘interior profile’ (interior profile that is here referred to is the cross-sectional profile of the interior geometry of any part of the conduit or ducting for intake gasses, where the cross section plane is perpendicular to the average movement direction of the intake gasses at that point) of the intake manifold which decidedly transforms from what is initially a circular profile, into a roughly triangular profile over the course of the upstream part of the intake manifold.
  • This‘zone’ of the intake manifold where the transformation of its interior profile from a circular profile to a‘roughly triangular profile’ occurs, is referred to as the “transition zone”.
  • the same‘roughly triangular profile’ that is arrived to at the downstream end of the‘transition zone’ is continued over the course of the rest of the intake manifold, and also is continued by the intake port, till the intake port branches to meet the two valve seats.
  • The‘roughly triangular interior profile’ that is here referred to is the shape of the‘interior profile’ which has three sides and three corners, where the three sides and the three corners being rounded to a degree, but still fundamentally visible as basically three sides and three corners.
  • Fig. 13 and Fig. 14 shows the intake manifold (both the intake manifolds that this engine utilizes are identical in every manner, and are mirror images of each other, so only one is shown in detail) in isometric views, with‘cross section plane-A’ (96) and ‘cross section plane-B’ (102).
  • cross section plane-A’ (96) is upstream of the ‘transition zone’ (the‘zone’ of the intake manifold, where the transformation of its ‘interior profile’ from a circular profile to a‘roughly triangular profile’ occurs), and‘cross section plane-B’ (102) is downstream of the‘transition zone’.
  • Cross section plane-A’ (96) exists just downstream of the throttle valve, and the‘throttle shutter bearing housings’ (97) are seen.
  • Cross section plane-A’ (96) reveals the‘circular interior profile of intake manifold’ (101) that exists before the‘transition zone’.
  • ‘Cross section plane-B’ (102) reveals the‘roughly triangular interior profile of intake manifold’ (103) that exists after the‘transition zone’.
  • the turbulence that is created in the‘transition zone’ is due to the intake gasses, which travels along the‘circular interior profile of intake manifold’ (101 ) meeting with the‘roughly triangular interior profile of intake manifold’ (103) and being forced to change shape or form.
  • The‘roughly triangular interior profile of intake manifold’ (103) suddenly and substantially creates turbulences when the intake gasses first meet with it in the ‘transition zone’. This is due to the intake gasses which has travelled along the‘circular interior profile of intake manifold’ (101) which existed upstream of the‘transition zone’, suddenly being forced to change form and fill the‘roughly triangular interior profile of intake manifold’ (103) that arrives to during the‘transition zone’. This sudden changing of form of the intake gasses causes significant turbulences to be created in the ‘transition zone’.
  • The‘fuel injector mounting location’ (98) exists just downstream of ‘cross section plane-B’ (102), and is where the fuel injector designated for this intake manifold would be mounted. And such a fuel injector injects fuel into the stream of intake gasses inside the intake manifold immediately after turbulence is created in the “transition zone” that exists between‘cross section plane-A’ (96) and‘cross section plane-B’ (102).
  • The‘roughly triangular interior profile of intake manifold’ (103) is continued and is congruent throughout the rest of the intake manifold that is downstream of ‘cross section plane-B’ (102), and also is continued by the intake port, till the intake port diverges into two to meet the two valve seats.
  • The‘roughly triangular interior profile of intake port’ (106) is specifically shown in Fig. 15.
  • the space close to the‘triangular profile’s rounded corners’ (104) is limited compared to that of the‘triangular profile’s rounded sides’ (105). And also, the surface area is more for the‘triangular profile’s rounded corners’ (104) than the‘triangular profile’s rounded sides’ (105). Therefore, the‘triangular profile’s rounded corners’ (104) will cause more drag and thus slow down the intake gasses more than the ‘triangular profile’s rounded sides’ (105).
  • conduits or ducting for intake gasses that exists downstream of the throttle valves are identical in every manner, and are mirror images of each other, only one of the two such conduits or ducting for intake gasses has been described in detail above.
  • this characteristic that this innovative engine possesses improves both the degree and duration of the mixing of fuel vapour with the corresponding volume of intake gasses, which forms a fuel air mixture that is significantly more uniform and even than in conventional engines. This in turn increases the effectiveness of the combustion of such a fuel air mixture, and thus increases the overall effectiveness and power output of this engine.
  • the innovative connecting rod setup (described under“solution to technical problem 1”) that this engine possesses eliminates the axial offset (axial in relation to the crankshaft) of the cylinders.
  • the pivot linkage system that connects and operates the two throttle valves enables the two throttle valve's centers to be positioned on a single plane that is perpendicular to the crankshaft. Both of these features in unity enables the two intake manifolds to be as direct or as straight as possible. That is, the two throttle valve's centers, the two intake manifold's centers, the two intake port's centers, and the axis of both the cylinders all lie along one single plane that is perpendicular to the crankshaft.
  • FIG. 1 shows the innovative connecting rod setup that this engine possesses, where in relation to the axis of the‘crankshaft’ (2) the‘type-1 connecting rod’ (7) is positioned in between‘type-2 connecting rod-A’ (8) and‘type-2 connecting rod-B’ (9), and the ‘type-1 connecting rod big end’ (10) is seen positioned between‘type-2 connecting rod-A big end’ (11 ) and‘type-2 connecting rod-B big end’ (12).
  • The‘crankpin’ (6) is assembled on the two‘crank webs’ (4) using the‘jigsaw fasteners’ (5)(one of the jigsaw fasteners is visible).
  • The‘crankshaft counterweights’ (1 ) and the‘crankshaft main bearing’s journals’ (3) are also visible.
  • - Fig. 2 shows the‘mono-block’ (13) which is one part and piece that is both the cylinder head and engine block. This engine possesses two such mono-blocks.
  • This figure shows the‘mono-block’ (13) which contains the‘cylinder’ (32),‘cylinder sleeve’ (14),‘combustion chamber’ (33),‘intake port’ (22),‘exhaust port’ (15),‘exhaust valve’ (16),‘exhaust valve seat’ (17),‘exhaust valve guide’ (18),‘block cooling fins’ (35), ‘exhaust valve spring’ (19), and‘intake valve springs’ (23)(one is seen).
  • The‘mono block’ (13) is covered on the top by the‘mono-block cap’ (29), which contains the ‘rocker arms pivot’ (36),‘exhaust rocker arm’ (25), and‘intake rocker arms’ (27)(one is seen).
  • The‘intake rocker arm shims’ (28)(one is seen), and‘exhaust rocker arm shim’ (26) are accessible through holes in the‘mono-block cap’ (29), and such access holes are closed by the ‘intake shim access lid’ (31 ), and‘exhaust shim access lid’ (30).
  • The‘exhaust cam lobe’ (21) and some of the‘cylinder oil jets’ (34) are also seen.
  • - Fig. 3 shows the‘mono-block’ (13) containing the‘cylinder sleeve’ (14),‘block oil passages’ (38), ‘block fastener hole’ (42)(one is seen), ‘block cooling fins’ (35), ‘cylinder’ (32), and‘intake valves’ (37).
  • The‘camshaft’ (39) is partially lodged in the ‘mono-block’ (13) through means of the‘camshaft bearings’ (41), and is clamped in place by the‘mono-block cap’ (29).
  • The‘camshaft’ (39) is driven by the‘camshaft drive sprocket’ (40) which is part of the timing drive assembly.
  • The‘mono-block cap’ (29) contains the‘rocker arms pivot’ (36),‘intake rocker arms’ (27), and‘exhaust rocker arm’ (25), and covers the top of the‘mono-block’ (13). Some of the‘cylinder oil jets’ (34) are also seen.
  • FIG. 4 shows the concentric (centralized) placement of the‘starter motor’ (46), which is placed in between the‘forward mono-block assembly’ (43), and the‘rearward mono block assembly’ (44).
  • The‘forward mono-block assembly’ (43) contains the forward cylinder (also called cylinder-1), and the ‘rearward mono-block assembly’ (44) contains the rearward cylinder (also called cylinder-2).
  • The‘starter motor mounting location’ (45) which is a part of the crankcase is also seen.
  • Fig. 5 shows the dual phase starter drive, that transmits the torque from the‘starter motor’ (46) to the‘crankshaft’ (2).
  • the starter drive also increases the torque in two phases.
  • The‘starter motor’ (46) drives the‘phase-1 pinion’ (47) which is mounted on the starter motor’s shaft.
  • The‘phase-1 pinion’ (47) transmits torque to the‘phase-1 gear’ (48) which is the first phase of reduction.
  • The‘phase-2 pinion’ (49) which is latched to the‘phase-1 gear’ (48) by means of a dog clutch, transmits torque to the ‘phase-2 gear’ (50), which is the second phase of reduction.
  • The‘phase-2 gear’ (50) is mounted on and drives the‘crankshaft’ (2).
  • The‘phase-1 gear’ (48), and the‘phase- 2 pinion’ (49) are mounted on the‘timing drive idler sprocket’s shaft’ (51), but are free to rotate on the shaft.
  • The‘timing drive idler sprocket’ (52)‘timing drive crank sprocket’ (53) and‘crankshaft counterweights’ (1 ) are also visible.
  • - Fig. 6 shows the top part of the crankcase with the two mono-block assemblies and starter motor removed.
  • This figure shows the‘oil feeds’ (55) which feed oil to the cylinder oil jets of both the cylinders.
  • the two‘block seats’ (54), and the two‘timing drive chain holes’ (56) are visible.
  • The‘starter motor mounting location’ (45) is also clearly visible.
  • - Fig. 7 shows the shaft-less gear mounting method, where the‘shaft-less gear’ (57) is mounted into the‘material of the crankcase’ (58) using the‘shaft-less gear’s hub’ (59) which acts as the shaft.
  • the outer surface of the‘shaft-less gear’s hub’ (59) is finished or super finished and is mounted in the‘bearing-A’ (60) like any regular journal, and is located and fastened with the‘retainer’ (61) and‘fastener’ (62).
  • the ‘bearing oil feed’ (63) is also visible.
  • - Fig. 8 shows the tandem mounting of gears in this engine, where the‘tandem mounted gear’ (65) is mounted directly onto the‘base gear’ (64), and fastened with the‘tandem mounting fasteners’ (66).
  • The‘base gear’s hub-B’ (67) acts as the boss, and the‘tandem mounted gear’s bore’ (68) acts as the hole feature.
  • the outer surface of‘base gear’s hub-A’ (69) forms the journal and is mounted into the‘bearing-B’ (70) following the shaft-less gear mounting method.
  • - Fig. 9 shows the integrated engine oil pump and overflow valve (also may be called pressure relief valve).
  • The‘integrated pump block’ (82) houses the‘pump gears’ (74)(one is seen), and also contains the‘overflow valve piston’ (76),‘overflow valve spring’ (77),‘overflow valve inlet’ (80),‘overflow valve outlet’ (81 ), and‘overflow valve oil passages’ (79).
  • the overflow valve is assembled with the‘overflow valve cap’ (78) and‘overflow valve cap fasteners’ (83).
  • The‘base plate’ (71) contains part of the‘pump inlet duct’ (72) and‘pump outlet duct’ (73). Some of the‘pump gear bearings’ (75) are seen.
  • FIG. 10 is a detailed view of the jigsaw fastener, where the outer profile of the jigsaw fastener which is comprised of the‘rounded elevations’ (85) and‘rounded depressions’
  • the outer profile is where the matching specialized removal tool head grips the jigsaw fastener during assembly and removal.
  • The‘central hole’ (86) is threaded and enables the jigsaw fastener to fasten onto a corresponding male threaded section.
  • FIG. 1 1 shows the‘specialized removal tool head’ (87) with matching head geometry that is used to assemble (fasten) and remove the jigsaw fastener.
  • Fig. 12 shows the pivot link throttle assembly of this engine.
  • the two‘throttle shutters’ (91) are fixed on the corresponding‘throttle shutter stems’ (92) and are mounted into the throttle assembly by means of the‘throttle shutter bearings’ (93).
  • The‘throttle shutter stems’ (92) are connected to the corresponding‘linkages’ (90).
  • the two ‘linkages’ (90) are inter-connected by means of the‘pivot points’ (89) and the‘main linkage’ (88).
  • The‘actuation pulley’ (95) which is situated on one of the linkages is seen.
  • the‘throttle return spring’ (94) is also seen.
  • FIG. 13 shows the‘intake manifold’ (99), where this is one of the two identical and mirrored intake manifolds that this engine possesses.
  • The‘cross section plane-A’ (96) reveals the‘circular interior profile of intake manifold’ (101 ) that exists upstream of the transition zone.
  • The‘throttle shutter bearing housings’ (97),‘intake manifold block seat’ (100), and the‘fuel injector mounting location’ (98) are also seen.
  • FIG. 14 shows the same‘intake manifold’ (99) from the previous figure.
  • ‘cross section plane-B’ (102) reveals the‘roughly triangular interior profile of intake manifold’
  • the roughly triangular interior profile is comprised of the ‘triangular profile’s rounded corners’ (104), and the ‘triangular profile’s rounded sides’ (105).
  • The‘intake manifold block seat’ (100), and the‘fuel injector mounting location’ (98) are also visible.
  • FIG. 15 shows the intake port of the mono-block which corresponds to the intake manifold shown in the previous figures.
  • the‘roughly triangular interior profile of intake port’ (106) is visible.
  • This interior profile is a continuation of the roughly triangular interior profile of intake manifold that exists downstream of the transition zone. This such interior profile is continued till the intake port diverges to meet the two intake valve seats.
  • the intake ports of both of the mono-blocks of this engine are identical, so only one is shown and described.
  • FIG. 16 shows the overall invention, that is the‘internal combustion engine of V-twin layout’ (107), which contains, utilizes, and directly benefits from the innovative characteristics and features disclosed in this description.
  • This innovative engine is primarily oriented to power motorcycles, and is aimed to do this task more effectively than conventional engines of such type. Although it can be used elsewhere such as in three wheeled vehicles, it may not be as effective as in motorcycles. Since this engine is relatively more compact and reliable, it therefore can suit a wider variety of motorcycle frame designs. This engine is also suitable to be manufactured commercially as all of its components and parts can be fabricated or manufactured to optimal results using currently existing and well-known methods of production.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un moteur bicylindre en V à combustion interne à quatre temps qui fonctionne à l'essence. Les progrès techniques sont les suivants : trois bielles sont montées sur un maneton ; une partie est à la fois une culasse et un bloc-moteur ; un démarreur positionné entre deux cylindres ; un entraînement de démarreur ayant deux étages de réduction et partiellement incorporé dans un mécanisme d'entraînement de synchronisation ; des jets d'huile de cylindre qui lubrifient les cylindres et les pistons, et des alimentations en huile pour lesdits jets d'huile ; un montage à engrenages sans arbre dans des logements sans arbre séparé ; un montage d'un engrenage directement sur un autre, sans arbre ; un bloc pompe intégré et une soupape de trop-plein ; des fixations de « scie sauteuse » spécialisées et un outil de retrait ; un ensemble d'étranglement avec deux obturateurs d'étranglement et timonerie ; des passages de gaz d'admission de géométrie spécialisée au profil grossièrement triangulaire.
PCT/IB2020/055571 2019-04-22 2020-06-15 Moteur bicylindre en v à combustion interne à quatre temps WO2020217237A1 (fr)

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IN201941015844 2019-04-22

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023237171A3 (fr) * 2022-06-06 2024-01-18 Fawzy Michael Romany Machine pour maximiser la puissance de rotation

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090314231A1 (en) * 2008-06-24 2009-12-24 Honda Motor Co., Ltd. V-type internal combustion engine including throttle valve device, and vehicle incorporating same
US8511273B2 (en) * 2004-11-18 2013-08-20 S & S Cycle, Inc. Cylinder head of an internal combustion engine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8511273B2 (en) * 2004-11-18 2013-08-20 S & S Cycle, Inc. Cylinder head of an internal combustion engine
US20090314231A1 (en) * 2008-06-24 2009-12-24 Honda Motor Co., Ltd. V-type internal combustion engine including throttle valve device, and vehicle incorporating same

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023237171A3 (fr) * 2022-06-06 2024-01-18 Fawzy Michael Romany Machine pour maximiser la puissance de rotation

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