WO2022118051A1

WO2022118051A1 - New system for converting linear piston motion into crankshaft rotary motion via lever mechanism

Info

Publication number: WO2022118051A1
Application number: PCT/HR2021/000011
Authority: WO
Inventors: Ivan ŠKULIĆ
Original assignee: Skulic Ivan
Priority date: 2020-12-02
Filing date: 2021-12-02
Publication date: 2022-06-09
Also published as: HRP20201924A1

Abstract

The invention refers to the new system of conversion the linear piston (2) motion into crankshaft (7) rotary motion via lever mechanism, which consists of piston rod (3), specific lever (4) and connection rod (5). The lever (4) is at one endpoint (in the point "C") connected with the bolt to the connection rod (5), while the other endpoint is connected with the bolt to the housing of the engine (in the point "A"). The piston rod (3) with one endpoint is connected to the piston (2) and with the other endpoint is connected to the lever (4) (in the connection point "B"). Thereby the said connection rod (5) with its other endpoint is connected to the sleeve (6) of the crankshaft (7). Under the piston (2) movement in the expansion phase, the lever rotates around the point "A" thereby transferring the force of the piston (2) thrust onto the connection rod (5). The said connection rod (5) with its other endpoint is connected to the sleeve (6) and it rotates the crankshaft (7).

Description

New system for converting linear piston motion into crankshaft rotary motion via lever mechanism

Description of the invention:

Technical field of the invention:

The subject-matter of the invention belongs to the field of conversion of the linear piston motion into crankshaft rotary motion. This invention presents a new system replacing the piston rod in the current internal combustion engines. The system consists of piston rod, specific lever and connection rod of crankshaft. The invention is applicable in all other piston devices, in which rectilinear piston motion transfers to circular shaft motion. The subject-matter of the invention is designated and classified according to the International Patent Classification (IPC) as F 02 B.

Technical problem:

Through years of development of piston engines and other piston devices the main configuration has remained unchanged, namely the piston is always connected to the crankshaft via connection rod. To this day, this configuration has not had an alternative and it represents a basis for all variants and constructions of engines which have crankshaft as drive axel. The structure of these constructions is common knowledge and in detail elaborated both in practice and scientific research. It has to be mentioned that in current, traditional engines, one piston stroke always corresponds to crankshaft motion od 180° (half a full turn), which is a main feature of every piston engine. This fact contributes to low utilization of and weaker efficiency of the engine and limits its development possibilities. The engine work cycles are mostly incomplete and limited to these configurations, consequences of which are incomplete combustion in the engine cylinder, thermodynamic losses, significant environmental pollution by exhaust gases, as well as numerous other shortcomings. Consequently, present-day internal combustion engines' utilization is approximately 28-34%.

State of the art:

In recent years, there has been several attempts by manufacturers to resolve the above- mentioned shortcomings, especially visible in their intention to develop engines of better

1

SUBSTITUTE SHEET (RULE 26) performances and as efficient as possible. This mainly refers to the development of thermal group (cylinder-piston) with better fuel combustion and better valve operation control, showing significant improvements to this day. However, there are scant amounts of effort in development of better technical solutions in the system of power transfer from piston to crankshaft.

The prior art relevant to this invention show following main features of the system:

■ Piston motion along the bisector of piston rod results in cross-sectional component in relation to piston motion which generates certain energy loss due to friction between piston skirt and cylinder liners.

■ This function is symmetrical which is not especially adequate from thermodynamic aspect. In fact, one would want to gain much faster compression as well as the expansion expanding beyond 180° of ideal circle.

■ In the expansion phase, the forces act on the piston and through the piston rod onto the arm shaft, which is, due to the angle of intrusion on the sleeve, much smaller and never can it be bigger than the r value. Also, r value is always equal to the half of the piston stroke length. (Only on the 90° position of shaft rotation, arm r is at most exposed and used, while at the same time the piston has gone through half of its path towards BDC)

Above mentioned features show significant shortcomings in presented technical solution due to which present-day engines are not capable of providing neither better efficiency nor usability. Current, traditional engines having described construction and work system are mostly usable in the range of 30 -35% . Simply said, 1/3 of shaft rotation represents certain useful work, while the remaining 2/3 of shaft rotation carries out cycles of medium change and it represents the negative work. Additionally, within the 1/3 of the useful work there are significant losses meaning it has not been used completely.

Up until today, there are scarce research dedicated to the system of transfer piston-piston rod-crankshaft itself, as a power transmission mechanics onto the shaft of the engine. In studies of some of prominent manufacturers, there have been attempts aiming at improving this hitherto only technical solution, the purpose of which was making achieving better and more efficient engine features. In spite of everything, previous efforts have not found the solutions that would be applicable and implemented, so all attempts remained on the theoretical research without application in practice.

The summary of the invention:

The aim of the invention is significant improvement and utilization of internal combustion engines as well as other piston devices, whereby achieving substantial fuel savings with complete fuel combustion, and reduction of harmful gas emissions into the environment.

The present invention also enables engine performance which works at lower rotation mode with smaller cylinder volume and shortened piston stroke, whereby achieving more power

2

SUBSTITUTE SHEET (RULE 26) and torque with significantly lower fuel consumption. Further advantages and features of the present invention are partly described in the description which follows, while other values are to be recognized through application of the invention.

This innovation brings new and different solution to achieving a unique method of conversion linear piston motion into crankshaft rotary motion, whereby the traditional piston rod is replaced by new mechanical system of the invention. This system consists of lever assembly to which a piston is connected, whose thrust is transferred to the crankshaft. The connection point with the lever assembly defines the length of the piston stroke and is positioned in between the lever's endpoints and can be performed on the position which best corresponds to the construction and desired engine features. Thereby the present features and efficiency of the engine itself is significantly changed. In doing so, this invention does not require any changes in other parts of the engine, nor does it interfere with their function. Also, the crankshaft of the engine remains the same.

More important features of the present invention are:

1. Significant reduction of piston stroke's length and speed, while not intervening with the crankshaft of the engine.

2. This solution enables that piston stroke and arm length are no longer directly interdependent as so far, thereby achieving longer piston work on the arm shaft, meaning longer expansion phase than it has been the case with current and traditional engines.

3. The application of lever mechanism allows the engine designer to adjust the certain piston stroke length depending on the optimal engine parameters, thereby lowering the cylinder volume and fuel consumption, while at the same time, with shortened piston stroke, acting on the original shaft of the engine.

4. The special characteristic of this solution is possibility to halt the piston at the BDC (bottom dead center), where it rests for certain angle of rotation of the crankshaft. Thereby achieving the optimal and complete combustion at constant volume. This impacts on significantly better efficiency while reducing the harmful emissions to the environment. The piston's standstill is especially important because it provides for better thermodynamic values as well as the increase in total use of the engine.

5. Among others, additional characteristics of this mechanism by the invention, are simplicity of production and installation in today's engine, and work reliability with fewer temperatures and reduced environment pollution.

Brief description of the drawings:

Enclosed schematic drawings, which are part of the description of the invention, show considered ways of invention's embodiment, and assist in explaining the basic principles of innovation.

Fig. 1 shows longitudinal section of the engine with embedded lever system of the invention

3

SUBSTITUTE SHEET (RULE 26) Fig. 2 shows position of the shaft in relation to the TDC of the piston and the incidence angle " " on the arm shaft

Fig. 3 shows longitudinal section of the engine with shaft moved in relation to the cylinder axis

Fig. 4 shows comparison of traditional engine performance with the one by the invention

Fig. 5 shows shaft rotation angle during the expansion

Fig. 6 shows standstill of the piston in the TDC at crankshaft rotation of 15° of the circle

Fig. 7 shows longitudinal section of lever system positioned at the reverse side of the housing

Fig. 8 shows standstill of the piston in the BDC at crankshaft rotation of 25° of the circle

Detailed description of at least one embodiment of the invention:

The detailed description of this assumed embodiment of the invention, the one example of which is illustrated in the enclosed drawings.

Fig. 1 shows section of the engine where the cylinder 1 , the piston 2 and the crankshaft 7 are traditional components of today's engines, while the piston rod is replaced with a new mechanical assembly for conversion of piston acting on engine shaft. The piston 2 is via piston rod connected with the bolt to the lever 4 in the point "B". One endpoint of the lever connects with the bolt onto the housing in the point "A" and presents an anchor around which the lever moves, while the other endpoint of the lever connects with the bolt to the connection rod 5 in the point "C". The connection rod 5 is also connected to the sleeve 6 of the crankshaft 7. Piston acting on the lever 4 transfers the force onto the connection rod 5 which rotates the crankshaft 7 of the engine. The position of the piston 2 with the lever 4 determines the length of the piston stroke. The fig. 1 and 2 show the position of the length of the piston stroke which is smaller by half than the radius D outlining the sleeve 6 of the crankshaft, meaning that this system enables that the length "H" of the piston stroke 2 is not directly interdependent of the radius D of the crankshaft 7, as is the case with present engines in which the piston stroke length "H" is always equal to the radius "D" of the crankshaft sleeve. The application of this invention provides the opportunity for regulating the length "H" of the piston stroke achieving that shorter piston stroke rotates the present crankshaft of the engine. Since the length of the piston stroke "H" is no longer dependent on the radius "D" of the sleeve of the crankshaft 7, this enables achieving different values and engine efficiency as shortening the piston stroke results in, among others, lowered cylinder volume, less piston 2 speed motion in m/sec, as well as the reduced fuel consumption with better thermodynamic characteristics.

Fig. 2 shows piston 2 positioned in the top dead center (TDC) while at the same time sleeve 6 of the crankshaft 7 takes inclined position under certain angle "3/" 8. This angle in the described example determines the arm of action onto the crankshaft 7, which is impossible

4

SUBSTITUTE SHEET (RULE 26) to reach in traditional engine at the same piston position. This characteristic of the invention is completely different from the current present engine configuration because it represents new and up until now unknown value in the work of the engine, relations between piston position 2 and angles of rotation of the engine crankshaft 7. These solutions eliminate negative effects and losses in the compression phase, while achieving better results in the fuel combustion and expansion phase. Considering that different possible performances of this invention are possible, fig. 3 shows one of the possibilities where the crankshaft 7 of the engine is moved out of the center for certain distance depending on the length "L" on the lever 4. Connection rod 5 takes vertical position in the TDC, as is the case with the traditional engine with the key difference as shown in this embodiment of the invention, being the length "H" of the piston stroke is shorter by half in relation to the radius "D" of the crankshaft 7, which is impossible to achieve in the traditional engine. Different performances of the lever 4 are possible, depending on the construction needs. Here are shown only some of the possible variants, and it has to be taken into account that this invention implies all other possible performances with the aim of satisfying the purpose and solution of the invention.

Fig. 4 shows comparison between the system from the invention and traditional, today's engine construction. Position of the piston 2 and the crankshaft 7 are shown and the difference between the piston stroke "H" and the position of the sleeve 6 of the crankshaft 7 in TDC and BDC. Also, it shows how, although half of the length of the stroke, the piston 2 is able to rotate the crankshaft 7 applying the solution from the invention.

Fig. 5 shows rotation of the crankshaft 7 at different angles of rotation as well as the positions that piston 2 takes in the cylinder (1). It has been noticed that the exposure of crankshaft's (7) arm is much bigger when the piston (2) is in the TDC than in traditional performances. It also means that the piston (2), in the very beginning of the exposure, acts immediately onto the arm of the crankshaft (7), which is not the case in traditional performances of the engine where the crankshaft (7) is not exposed to the same conditions and the position of the piston (2). In addition, fig. 5 shows different positions of rotation of the crankshaft (7) expressed in angles, in relation to the position of the piston (2) in the cylinder (1). It is visible significant and longer lasting action of the force on the arm of the crankshaft (7), meaning better usability and better efficiency of the engine. Other substantial differences compared to traditional engine construction have also been shown.

Fig. 6 shows the position when the piston (2) is in standstill in the TDC. In this example, the piston (2) rests when the crankshaft rotates (7) from 0° to 15°. This feature of the system represents a special characteristic due to the fact it enables the combustion of the mixture in the cylinder (1) to be more complete and at constant volume with the increase of pressure. After the 15° of the rotation of the crankshaft (7), the piston (2) begins the motion in the expansion at the highest pressure, while at the same time the crankshaft's (7) arm has already been exposed. Also, combustion at constant volume represents significant improvements and higher thermodynamic values, with better and more complete fuel efficiency. It is well known that many engine designers and manufacturers seek ways to achieve this goal, i.e. standstill of the piston and fuel combustion at constant volume, which

5

SUBSTITUTE SHEET (RULE 26) has not so far been achieved in the practice. This invention, among others, achieves this goal.

Fig. 7 shows installation possibilities of the invention on the other side of the housing (block) of the engine whereby the anchor point “A" connects to the reverse side to the housing, achieving the rotation of the crankshaft (7) in other direction.

Fig. 8 shows the position of the piston 2 in standstill in the BDC. In the examples shown here, the piston 2 rests while the crankshaft rotates from 180° to 205°, afterwards begins the piston stroke towards TDC. While the piston 2 stands still, the burnt gases are being exhausted, which process is complete due to the standstill of the piston 2 while the crankshaft 7 rotates from 25° after the BDC. This feature of the system represents significant improvement in the exhaustion work phase of the engine because the losses in the process of exhaustion of the gases have been reduced while at the same time it contributes to the complete wash and filling of the cylinder 1 with the fresh mixture.

Mode for implementing the invention:

The described embodiment of the invention enables development and construction of internal combustion engines as well as other piston devices with greater efficiency, substantially lower fuel consumption and work energy. Also, it significantly contributes to reducing environment pollution by exhaust gases and other pollution factors.

This innovation represents important progress in efficiency/utilization of engines due to the reduction of cylinder volume, shortened piston stroke and reduced speed of the piston motion, resulting in greater usability than the ones achieved in traditional engines and piston devices.

The implementation of the presented technical solution of the invention is easily applicable in the current industry and does not require structural adaptations during production.

All said above, among others, provides an opportunity to make new and reliable internal combustion engine system achieving better results in comparison to the present, traditional systems, which are the only ones in use today. Main characteristics of the present invention are better and more efficient combustion, with developing more power and reduced fuel consumption as well as the reduced environmental impact.

It should be taken into account that herein described invention is not limited by the enclosed descriptions and drawings but that it may have different embodiments and possibilities of implementation. The skilled person will understand there are various modifications and variants according to the invention, without abandoning the scope and spirit of the invention.

The list of designations:

1 - Cylinder

6

SUBSTITUTE SHEET (RULE 26) 2 - Piston

3 - Piston rod

4 - Lever

5 — Connection rod

6 - Crankshaft sleeve

7 - Crankshaft

A - Connection point of one endpoint of the lever (4) to the housing (block) of the engine

B - Connection point of the piston rod (3) with the lever (4)

C - Connection point of the other endpoint of the lever (4) with the connection rod (5) engine's crankshaft

L - length of the lever (4) from point "B" to point "C"

D - radius of crankshaft (7) sleeve (6)

H - length of piston stroke (2)

TDC — top dead center

BDC - bottom dead center

SUBSTITUTE SHEET (RULE 26)

Claims

Claims:

1. The new system of conversion the linear piston motion into the crankshaft rotary motion via lever mechanism, characterized in that the system is a system of conversion of linear piston (2) motion into the crankshaft (7) rotary motion via lever mechanism consisting of piston rod (3), that with one endpoint connected to the piston (2), and the other endpoint to the lever (4) in the point "B", where the lever (4) is at one end of it, in the point "C", connected to the connection rod (5), and with other endpoint connected to the housing of the engine in the point "A", while the said connection rod (5) is with its other endpoint connected to the sleeve (6) of the crankshaft (7), and by action of the piston (2), the said lever (4) rotates around the point “A" while transferring the force of piston (2) thrust onto the connection rod (5) that, with its other endpoint, acts on the sleeve (6) and causes the rotation of the crankshaft (7).

2. The new system of conversion the linear piston motion into the rotary motion according to the claim 1, characterized in that the length of the piston (2) stroke H is adjustable and dependent on the position of connection of piston rod (3) in the point "B" to the lever (4), while the connection point "B" is adjustable on the lever (4) and depending on the shortened piston (2) stroke, the cylinder (1) volume and the speed of the piston (2) motion in m/sec are reduced, where the length of the piston (2) stroke "H" is not dependent on the radius "D" of the sleeve (6) of the crankshaft (7), unlike the traditional system in which the piston stroke "H" is always equal to the radius "D" of the crankshaft (7).

3. The new system of conversion the linear piston motion into the rotary motion according to the claims 1 and 2, characterized in that the crankshaft (7) takes different positions and angles of rotation than is the case in traditional, today's engines, where the arm sleeve (6) is exposed to the thrust already in the position when the piston (2) is in the top dead center (TDC). Also, in all other positions which the crankshaft in the expansion phase outlines in its rotation, the arm action on the sleeve (6) is more exposed than with the traditional engine performance.

4. The new system of conversion the linear piston motion into the rotary motion according to the claims 1 - 3, characterized in that it enables halting and resting of the piston (2) in the top dead center (TDC) for certain angle of rotation of the crankshaft (7), while the fuel combustion occurs at constant volume, and this characteristic of the system is achieved due to the angle and position of the crankshaft (7) in relation to the position of the piston (2), as well as the positioning of the connecting point "B" in between the piston rod (3) and the lever (4).

5. The new system of conversion the linear piston motion into the rotary motion according to the claims 1 - 4, characterized in that it enables halting and resting of the piston (2) in the bottom dead center (BDC) for certain angle of rotation of the crankshaft (7), while the exhaustion of burnt gases and washing of the cylinder occurs, and this characteristic of the system is achieved due to the angle and position of the crankshaft (7) in relation to the position of the piston (2), as well as the

8

SUBSTITUTE SHEET (RULE 26) positioning of the connection point "B" in between the piston rod (3) and the lever (4)- The new system of conversion the linear piston motion into the rotary motion according to the claims 1 — 5, characterized in that the entire mechanism of the system if needed may be positioned on the reverse side of the engine housing — positioning the anchor point “A" of the lever (4) on the reverse side of the housing, whereby determining the direction of rotation of the crankshaft (7). The new system of conversion the linear piston motion into the rotary motion according to the claims 1 - 6, characterized in that the speed of the piston (2) motion is reduced depending on shortening the piston (2) stroke, whereas the more efficient expansion is achieved due to the reduced pressure loss in the cylinder (1) and thereby thermodynamic characteristics are improved. The new system of conversion the linear piston motion into the rotary motion according to the claims 1 - 7, characterized in that the crankshaft (7) can be shifted from the center to the right or the left, whereas the shift depends on the length "L", which represents the distance between the connection points "B" and "C" on the lever (4). The new system of conversion the linear piston motion into the rotary motion according to the claims 1 — 8, characterized in that the distribution and separation of the valve mechanism have to be harmonized by the phases of engine operation cycles from the invention, due to differences in the concept of work in relation to the traditional engine, whereas the camshaft of distribution needs to be adjusted with different angles and cam positions. The distribution itself takes different positions of opening and closure of valves, dependent on the duration of individual phases of work cycle.

SUBSTITUTE SHEET (RULE 26)