DOUBLE ECCENTRIC ASYMMETRICAL STROKE MOVEMENT SYSTEM FOR FOUR STROKE INTERNAL COMBUSTION ENGINES

Abstract

 LKJ motor movement system for four-stroke internal combustion engine includes a second eccentric (2) on the crankshaft (1) instead the piston rod of conventional engines. This second eccentric (2) rotates with double revolutions relative to the crankshaft (1). The doubled revolutions of second eccentric (2) realised by special gear pair (5-6) design. An external toothed gear wheel (5) is fixed to the second eccentric (2) and it rotates together with it. Centrally to the crankshaft (1) there is an internal toothed gear wheel (6), which is fixed to motor block. The second eccentric (2) is actuated by the piston (4) through the piston rod (3), in parallel the crankshaft (2) is actuated by second eccentric (2) through the gear-pair (5-6), or vice-versa depend on type of stroke. With this mechanical design, a new movement system was created, where the piston makes four strokes with different lengths and dead centres during one revolution of the crankshaft. This enables the further development of four-stroke internal combustion engines in terms of reducing fuel consumption and increasing efficiency.
Although this invention has been explained in relation to its preferred embodiment as mentioned above, it is to be understood that many other possible modifications and variations can be made without departing from the scope of the present invention. It is, therefore, contemplated that the appended claims will cover such modifications and variations that fall within the true scope of the invention.

Description

[0001] This patent request is a definition of special double eccentric asymmetrical stroke movement system for converting linear motion into rotary motion, or rotary motion into linear motion.

[0002] Practical areas of application can be an internal 4 strokes combustion engine.

[0003] On the crankshaft - instead of the piston rod in conventional engines- a second eccentric rotates with a doubled turn (RPM), which operates the piston located on it (Figure 1).

[0004] This solution is giving us possibilities to implement four strokes (suction or intake / compression / power or combustion / exhaust) with different stroke lengths and different top and bottom died centres. By using this movement system, it is possible to improve the fuel consumption and performance of internal combustion engines.

[0005] To demonstrate the system, a practically completed mechanical structure - as presentation sample - is available (see Figure2 a photo about it), of which there are also pictures in the appendices with four important dead points (Figure 6). This patent application also includes a short movie (on USB flash drive) in the attachment, which shows the movement system of this in operation.

[0006] Realisation -in praxis- the doubled RPM of second eccentric, which is rotating around the secondary shaft and actuating the piston by piston rod. The doubled (second eccentric versus crankshaft) RPM os second eccentric is achieved with a gear wheel with a 3-gear ratio by below presented mechanical construction and RPM calculation (Figure 2).

RPM calculation:

[0007] 

[0008] Mechanical and installation characteristics that determine the operation of the motor movement system Constant coefficients of the mathematical formula (Figure 4):

L1 = eccentricity of crankshaft as first eccentric)

L2 = eccentricity of second eccentric

L3 = length of piston rod (3)

gamma = the starting angular deviation of the second eccentric compared to the zero degree position of the crankshaft (Figure 3).

Definition of angles (Figure 3 and 4):

[0009] 

alfa = momentary angular position of crankshaft (as first eccentric

beta = momentary angular position of second eccentric

gamma = the starting angular deviation of the second eccentric compared to the zero degree position of crankshaft

Claims

1. Double eccentric asymmetrical stroke movement system has a second eccentric (2) which is rotatably mounted on the crank pin of the crankshaft (1). The crankshaft (1) is installed in the engine block in the conventional. The second eccentric (2) rotates with double revolutions relative to the crankshaft (1). The outside diameter of the second eccentric (2) rotatably mounted on a first (lower) end of the piston rod (3), piston (4) rotatably mounted on the second (upper) end of the piston rod (3). Second eccentric (2) is actuated by the piston (4) through the piston rod (3). Crankshaft (1) is actuated by second eccentric (2). This movement system is working in opposite orientation too, depend on which stroke is actual of the full cycle (power-stroke versus intake-stroke, compression-stroke or exhaust-stroke).

2. Double eccentric asymmetrical stroke movement system in accordance with claim1, on the second eccentric (2) further comprising an external toothed gear wheel (5). These are fixed to each other and rotate together around the part of the crankshaft's (1) eccentric element (crankpin). On the engine block, an internal toothed gear wheel (6) is installed centrally around the crankshaft (1), which is fixed and oriented to the engine block. The internal toothed gear wheel (6) is connecting to external toothed gear wheel (5) of the second eccentric (2). They are transmitting the rotary motion with a triple gear ratio and by reversing the direction of rotation due to its design. By this gear-pair (5-6) design, the double rotation of the second eccentric (2) relative to the rotation of the crankshaft (1) is realized.

3. The gear-pair design (5-6) accordance with claim 2, provide a possibility to realise asymmetrical upper (top) dead centres. The positions and deviation to each other of the upper dead centres can be set by deviating from the angular position (gamma) of the 90 degrees second eccentric (2) in the case of a zero-degree angular position (alpha) of the crankshaft (1). This can be made in practice by assemble the external toothed gear wheel (5) connect to the internal toothed gear wheel (6) in different angular position.

4. The double eccentric stroke movement system accordance with claim 1 provide a possibility to realise asymmetrical lower (bottom) dead centres. The positions deviation to each other of the lower dead centres mainly can be set by realise different eccentricity of second eccentric (2) versus crankshaft (1). The eccentricity (L2) of second eccentric (2) must be bigger than the eccentricity (L1) of crankshaft (1) to get a usable motion system for four-stroke internal combustion engine.

Amended claims

Amended claims in accordance with Rule 137(2) EPC.

1. This double eccentric asymmetrical stroke movement system has a Crankshaft (1) which is implemented in the engine block in the conventional mode and the design of this crankshaft externally matches that of traditional four-stroke internal combustion engines crankshaft, but it must be mechanical shared at one side of crank pin to get the possibility to install the external toothed gear wheel (5) and to it fixed second eccentric (2). When designing of mechanical sharing, care must be taken to ensure proper power transmission by shaft connection (for example parallel keys, ribbed shaft, etc), and to keep accurate geometry of crankshaft by fit dimensions of contact surfaces. With this design change, the crankshaft (1) still works as one fixed unit.

The second eccentric has a special circular design -instead of conventional linkage version- which provides enough contact surface for power transmission to piston rod (3). The eccentricity of second eccentric (2) is determined by the distance between the theoretical axis of its outer diameter and the rotation axis of to it fixed internal toothed gear wheel (5). The external toothed gear wheel (5) rotatably mounted (for example by plain bearing) on the crank pin of the crankshaft (1) and rotate together with on it fixed second eccentric (2) as one mechanical unit. The outside diameter of the second eccentric (2) is rotatably mounted (for example by plain bearing) on a bottom end of piston rod (3). The outside diameter of second eccentric (2) and the bottom inside diameter of piston rod (3) both side of contact area must have special stepped design with proper axial fitted dimension (flat bearing). This design solution keeps the right axial position of these two connecting elements (2 + 3) and provides axial robustness for problem-free power transmission. The piston (4) conventional designed and mounted on the top end of the piston rod (3).

in the engine block, an internal toothed gear wheel (6) is installed centrally around the crankshaft (1), which is fixed and oriented to the engine block. The internal toothed gear wheel (6) is connecting to external toothed gear wheel (5) which is fixed to the second eccentric (2). They are transmitting the rotary motion (torque) with a triple tooth ratio and reversing the direction of rotation due to their design. By this gear-pair (5-6) design, the double RPM of the second eccentric (2) relative to the RPM of the crankshaft (1) is realized. Figure 7

2. Changing the angular position of external toothed gear wheel (5) to the relative angular position of internal toothed gear wheel (6) provides the possibility of realising asymmetric upper (top) dead centres.

The positions and deviation to each other of the upper dead centres can be set by deviating (gamma) from the angular position of the 90 degrees second eccentric (2) in the case of a zero-degree angular position (alpha) of the crankshaft (1). Figure 3

In practice this can be set by designing and by assembling the external toothed gear wheel (5) connected to the internal toothed gear wheel (6) in different angular position. The position deviation of the lower (bottom) dead centres relative to each other can be set mainly by *changing the (L2) eccentricity of second eccentric (2) versus the (L1) eccentricity of the crankshaft (1) and can modified by (L3) length of piston rod (3). The (L2) eccentricity must be significant bigger than the (L1) eccentricity to get a usable motion system for four-stroke internal combustion engines.

Based on these dimensional characteristics, the correlation of movements between

- the momentary angular position of crankshaft (alfa), and

- the momentary vertical stroke position of the piston (distance from the 'rotation axis of crankshaft) Figure 4 is determined by following mathematical formula '(if the crankshaft axis point is in the line of the piston movement):

Drawing