BACKGROUND OF THE INVENTION
1. Field of the Invention:
[0001] The present invention relates an engine and, more particularly, to a high-performance
engine, which uses an eccentric axle bush to impart an upward pressure to the piston
when the link coupled between the piston and the crank moved to a predetermined angle,
so as to increase the compression ratio of the engine during the explosive stroke
and to further enhance the output of the engine.
2. Description of the Related Art:
[0002] FIGS. 1 and 3 show the structure and operation of an engine according to the prior
art. As illustrated, the engine comprises a cylinder
11', a piston
12' reciprocating in the cylinder
11', a crank
16', and a link
15', which has one end pivoted to the piston
12' by a pivot pin
13' and the other end pivoted to the crank
16'. The engine is ignited to explode when the piston moved to the upper limited position,
i.e., the dead line position where the center of the piston and the center of the
link and the center of the crank are vertically aligned in a line). At this time,
the volume of the chamber of the cylinder is minimized, providing the best compression
ratio. Therefore, this time is the best time for explosion. When passed over the dead
line, the piston starts to move downwards, and the best compression ratio and the
best explosion time cannot be maintained. The maximum output of the engine is when
the crank moved from 0° toward 90° (the moving distance
"c" of the piston). After this angle, the output of the engine is gradually reduced.
The output power of the engine has a great concern with the variation of the volume
of the cylinder chamber. When the volume of the cylinder chamber relatively increased,
the explosion pressure is relatively reduced, resulting in a reduction of output power
of the engine. On the contrary, when the volume of the cylinder chamber is relatively
reduced during this stage and same explosion pressure is maintained, the fuel mixture
can be completely burned to relatively increase the output power of the engine.
[0003] Further, in order to obtain the optimum compression ratio, the engine igniting time
must be before the dead line. The engine provides no power output or a negative power
before the dead line after the explosion. This drawback results in low engine performance,
a waste of fuel energy, and a big amount of exhaust gas. Further, because the piston
is reciprocated at a high speed when the combustion chamber of the engine is ignited
to explode, fuel gas is not completely burned before a next cycle. This problem reduces
the efficiency of the engine and, causes the engine to produce much waste gas.
[0004] Therefore, it is desirable to have a high-performance engine that eliminates the
aforesaid drawbacks.
SUMMARY OF THE INVENTION
[0005] The present invention has been accomplished under the circumstances in view. It is
the main object of the present invention to provide a high-performance engine, which
enhances the output, saves fuel gas, and reduces the production of waste gas. According
to the invention, the engine comprises a cylinder, a piston adapted to reciprocate
in the cylinder, a crank, and a link coupled between the crank and the piston. The
link has a first end fixedly provided with an eccentric axle bush fastened pivotally
with a pivot pin at the piston, and a second end pivoted to the crank. When the piston
moved to an upper limit position, the link is at an eccentric position relative to
the piston. The link is pivoted to one end of the crank at an offset location away
from the axis passing through the center of the piston and the axis of rotation of
the crank. Therefore, the eccentric axle bush forces the piston upwards to reduce
the volume of the cylinder chamber when the crank moved to a particular angle, for
enabling the fuel mixture to be completely burned to increase the output power of
the engine. Further, the link has a curved portion turning in one direction and terminating
in the second end so that the direction of applied force of the link passes over the
axis of rotation of the crank at one side of the axis passing through the center of
the piston and the axis of rotation of the crank opposite to the longitudinal central
axis of the crank.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006]
FIG. 1 is a sectional view of an engine according to the prior art.
FIG. 2 is similar to FIG. 1 but showing the crank moved to 90°.
FIG. 3 is a sectional view of showing the basic architecture of the present invention.
FIG. 4 is a side view of the engine shown in FIG. 3.
FIG. 5 is a sectional view of the first embodiment of the present invention.
FIG. 6 is a sectional view of FIG. 5.
FIG. 7 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 0°.
FIG. 8 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 15°.
FIG. 9 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 30°.
FIG. 10 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 45°.
FIG. 11 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 60°
FIG. 12 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 75°
FIG. 13 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 90°
FIG. 14 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 180°
FIG. 15 illustrates the status of the present invention and the status of the prior
art design when the crank moved to 270°
FIG. 16 is a sectional view of an alternate form of the present invention.
FIG. 17 is a side view of FIG. 16.
FIG. 18 is a sectional view of another alternate form of the present invention.
FIG. 19 is a sectional view taken along line A-A of FIG. 18.
FIG. 20 is a sectional view of still another alternate form of the present invention.
FIG. 21 is an elevational view in an enlarged scale of the eccentric axle bearing
shown in FIG. 20.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0007] Referring to FIGS. 3 and 4, a high-performance engine in accordance with the present
invention is shown comprising a cylinder
11, a piston
12 adapted to reciprocate in the cylinder
11, a crank
16, and a link
15 coupled between the piston
12 and the crank 16. The link 15 has one end fixedly mounted with an eccentric axle
bush
14, which has an eccentric coupling hole
141 coupled to a pivot pin
13 at the piston
12, and the other end fixedly mounted with a crank connector
151, which is coupled to the crank arm
161 of the crank
16. When the piston
12 moved to the upper limit position, the link
15 is at an eccentric position relative to the piston
12. When the crank
16 moved to 0°, the line of action of force
"c" of the link
15 extends over the center
"d" of the crank
16 to act against the crank
16, preventing the dead line problem of the conventional design.
[0008] Referring to FIGS. 5 and 6, the link
15 has a curved portion
152 turning in one direction and terminating in the crank connector
151 such that the line of action of force
"c" of the link
15 passes over the periphery of the crank arm
161 of the crank
16, i.e., the arm of force
"e" of the link
15 acting against the crank
16 is relatively extended and the torque of the crank
16 is relatively enhanced, and the down stroke of the piston
12 is relatively shortened without reducing the cylinder pressure after explosion, for
enabling fuel mixture to be completely burned to enhance the output of the engine.
The crank connector
151 of the crank
15 is pivoted to the crank arm
161 of the crank
16 at a location spaced from the axis
"a" passing through the center of the piston
12 and the axis of rotation of the crank
16 at one side so that the down stroke of the piston
12 can be shortened.
[0009] FIGS. 7∼16 show a comparison between the invention and the prior art design in which
A'∼I' show the actions of the prior art design;
A∼I show the actions of the present invention. With reference to FIG. 7, when the crank
16 moved to 0°, engine is ignited to start the explosion stroke, at this time the output
force reaches the maximum status. At this time, the torque of the prior art design
is on the dead line and zeroed; the arm of force "
e" of the crank
16 according to the present invention is great, providing a big output torque. FIGS.
8 and 9 show the crank
16 moved to 15° and 30° respectively. As shown in FIGS. 8 and 9, the piston of the prior
art design rapidly lowered, and the thrust force is gradually reduced. However, the
downward displacement of the piston
12 according to the present invention is not significant, but the arm of force
"e" of the crank
16 is gradually increased. When the crank
16 moved to 45° as shown in FIG. 10, the arm of force
"e" of the crank is at the maximum status. At this time, the downward displacement of
the piston
12 is about one half of the prior art design. Therefore, the invention provides much
greater thrust force than the prior art design, and enables fuel mixture to be completely
burned. When continuously moved to the positions shown in FIGS. 11, 12 and 13, the
thrust force of the prior art design is going to be zeroed, however the invention
still keeps working. The thrust force of the crank
16 according to the present invention is zeroed only when moved to 180° as shown in
FIG. 14. When passed over 180°, the arm of force
"e" of the crank
16 is gradually reduced to zero. As indicated in the drawings, the arm of force
"e" of the crank
16 is much greater than the prior art design, and therefore the invention provides a
relatively greater output torque. During one full cycle, the piston
16 of the present invention is lowered at a relatively slow speed during working, for
enabling fuel mixture to be burned completely and the output thrust to be concentrated
when the arm of force
"e" of the crank reached the maximum status.
[0010] FIGS. 16 and 17 show an alternate form of the present invention. According to this
alternate form, the eccentric axle bush
14 is formed of two eccentric halves
142 and
143.
[0011] FIGS. 18 and 19 show another alternate form of the present invention. According to
this alternate form, the pivot pin
130 has a middle part forming a cam
131, and the link
15 has one end fixedly mounted with a friction ring
150 and coupled to the cam of the pivot pin
130.
[0012] FIGS. 20 and 21 show still another alternate form of the present invention. According
to this alternate form, the eccentric axle bush provided at the link
15 for coupling to the pivot pin
13 at the piston
12 is an eccentric axle bearing
18. The eccentric axle bearing
18 is comprised of an outer race
181, an inner race
182, and balls (or needle rollers)
183 supported in between the outer race
181 and the inner race
182. The inner race
182 defines an axially extended eccentric hole
1821 coupled to the pivot pin
13 at the piston
12.
[0013] Although particular embodiments of the invention have been described in detail for
purposes of illustration, various modifications and enhancements may be made without
departing from the spirit and scope of the invention. Accordingly, the invention is
not to be limited except as by the appended claims.
1. A high output engine structure comprising a cylinder, a piston adapted to reciprocate
in said cylinder, said piston being provided with a pivot pin, a crank, and a link,
said link having a first end pivoted to the pivot pin of said piston and a second
end pivoted to one end of said crank, wherein said link comprises an eccentric axle
bush fixedly provided at the first end, said eccentric axle bush having an eccentric
coupling hole coupled to said pivot pin of said piston, such that said link is at
an eccentric position relative to said piston when said piston moved to an upper limit
position.
2. The high output engine structure as claimed in claim 1, wherein said link has a curved
portion turning in one direction and terminating in said second end so that when said
crank moved to 0°, the line of action of force of said link extends over the outer
diameter of the crank arm of said crank.
3. The high output engine structure as claimed in claim 1, wherein said eccentric axle
bush is comprised of two eccentric halves.
4. The high output engine structure as claimed in claim 1, wherein said eccentric axle
bush is formed of an eccentric axle bearing.
5. The high output engine structure as claimed in claim 4, wherein said eccentric axle
bearing is comprised of an outer race, an inner race, and a plurality of needle rollers
supported in between said outer race and said inner race, said inner race defining
said eccentric hole.
6. The high output engine structure as claimed in claim 4, wherein said eccentric axle
bearing is comprised of an outer race, an inner race, and a plurality of balls supported
in between said outer race and said inner race, said inner race defining said eccentric
hole.
7. A high output engine structure comprising a cylinder, a piston adapted to reciprocate
in said cylinder, said piston being provided with a pivot pin, a crank, and a link,
said link having a first end pivoted to the pivot pin of said piston and a second
end pivoted to one end of said crank, wherein said pivot pin has a middle part forming
a cam, and said link comprises a friction ring fixedly provided at the first end and
coupled to the cam of said pivot pin such that said link is at an eccentric position
relative to said piston when said piston moved to an upper limit position.