WO2014142687A1

WO2014142687A1 - Crank system of internal combustion engine, especially for two stroke engine.

Info

Publication number: WO2014142687A1
Application number: PCT/PL2014/000011
Authority: WO
Inventors: Jacek MAJEWSKI
Original assignee: Majewski Jacek
Priority date: 2013-03-11
Filing date: 2014-02-11
Publication date: 2014-09-18
Also published as: PL222701B1; PL406825A1

Abstract

The subject of this invention is a crank system of internal combustion engine, especially for two stroke internal combustion engine, intended to drive cars. It can be used also for other engines of motor vehicles, motorcycles, ships and aircraft, as well as the other technical devices, for example generators. The crank system of internal combustion engine, especially two stroke one, containing reciprocating motion terminated in a pistons sliders, characterized that centrally, directly on crankpin journals of the crankshaft (14), there are rotationally mounted sliders (9, 10), whereas the crankshaft (14) is rotationally mounted in at least one rotary roll (13), which in its axis has mounted the rotary roll gear (15), which is constantly in mesh with at least one shaft gear (16), stationary mounted on shaft (17) with the bearing, that is still embedded in the body of engine (51). The gear wheels (15) and (16) are an external teeth gears. Each mounted on the shaft (17), shaft gears (16) are stationary fixed relative to each other.

Description

Crank system of internal combustion engine, especially for two stroke engine . The subject of this invention is a crank system of internal combustion engine, especially for two stroke internal combustion engine, intended to drive cars. It can be used also for engines of other motor vehicles, motorcycles, ships and aircraft, as well as the other technical devices, for example generators.

It is known whole range of reciprocating internal combustion engines, which are based on traditional drive system consisting of a crankshaft and connecting rods. The most widespread are two-stroke and four-stroke piston engines. Two-stroke engines, in spite of its simplicity, reach much higher powers then four-stroke engines, with similar characteristics, capacity, or compression ratio. Despite the simple and cheap solution, in practice they are used less and less, because of the trouble with lubrication, and they do not meet modern environmental requirements.

There is also known solution used in cross-head engine, whose piston is connected to crankshaft using slider and connecting rod. It achieves very high efficiency, but because of its size and considerable weight, it only found applications in driving some ships so far. There is also known solution described in DE2519908 patent, in which the slider is not embedded directly on journal of shaft, but on large diameter eccentric, which in turn is mounted on the journal. Gear wheel is mounted, axially in relation to journal, to the lateral surface of eccentric. This gear wheel, is constantly in mesh with other large gear wheel of internal teeth, stationary mounted in the body of the engine. Quite troublesome form of this invention probably decided that it found no use.

The essence of this invention is a crank system of internal combustion engine, especially of two stroke one, containing reciprocating motion terminated in a pistons sliders, characterized that centrally, directly on crankpin journals of the crankshaft, there are rotationally mounted sliders, whereas the crankshaft is rotationally mounted in at least one rotary roll, which in its axis has mounted the rotary roll gear, which is constantly in mesh with at least one shaft gear, stationary mounted on shaft with the bearing, that is still embedded in the body of engine.

The gear wheels are an external teeth gears.

The each mounted on the shaft, shaft gears are stationary fixed relative to each other.

Reciprocating movement of the sliders, sealing capability in the body of the engine is the basis for the separation of the initial compression chamber from the crankcase. This engine will have, a very high efficiency, smooth operation, high torque even at low RPMs, a very low engine idle speed and low emission of harmful gases. Vertical axis setting will ease the drive transmission from the engine by clutch, gear box up to the differential, where a change over occurs in the direction of rotation to horizontal. The engine built on the plan of the cross, can be easily installed or serviced without pushing aside of the other elements. The position of the first shaft gear 16, the deployment of around it of the alternator, or starter, will make it possible to use direct drive with gears, eliminating the need for chains, timing belts, or v-belts, and make easier service. The subject of this invention is shown as the example of an implementation in a drawing, where fig. 1 presents example of the construction of the crankshaft, fig. 2 shows the successive phases of this crankshaft system operation, fig. 3 shows the example of this crankshaft with a single rotary roll, and single pair of gears, fig. 4 shows the example of the crank shaft with three rotary rolls, and two pairs of gears, fig 5. shows set of two crank shafts with four rotary rolls and three pair of gears.

Crank layout according to this invention is primarily configured for a four cylinder engine. Each pair of pistons is still connected with each other by using the sliders. Pistons 5, 7 combines the slider 9, while the pistons 6, 8 the slider 10. Sliders 9, 10 are moving reciprocating motion, driving by the sealed bushing 47, which are mounted in the body of engine 51. In the space between the sliders 9, 10 is the rotary roll 13, which with bearings has mounted in body of engine 51. Inside is eccentrically and rotary mounted crankshaft 14. When there are more of rotary rollers 13, then they can be also at the outer sides of the sliders, Crankpin journals of the crankshaft 14 are rotary connected directly with the sliders 9, 10. On rotary roll 13, in its axis, has mounted the rotary roll gear 15, which is constantly in mesh with a shaft gear 16, constantly fixed in shaft 17. The shaft 17 with its bearings, has mounted in the body of engine 51. Each additional rotary roll 13 can get rotary roll gear 15, and corresponding shaft gear 16. When the gear ratio between 15 and 16 is 1 : 1, then on the shaft 17 can also be mounted valves control cams. Operation of the crankshaft is, that pushing forces on the pistons 5, 6, 7, 8„ by sliders 9, 10, are putting pressure on the crankpin journals of the crankshaft 14. Crankshaft 14 sets in motion rotary roll 13. Rotary roll 13 rotating along with the fixed on it gear 1 , transfers torque by gear 16, to the shaft 17. When many rotary rolls 13 are applied, gears 16 embedded motionlessly relative to the driving shaft 17, stabilize and synchronize the position of another rotary rolls towards each other, and prevent their vibrations, or displacement. The design of the crank layout according to this invention, allows to separate the initial compression chamber from the crankcase of the two stroke engine and ensures extension of effective time of pressure on the crankpin journals of the crankshaft. In a conventional engine, the conversion of the force into torque is carried by the respective connecting rods and it happens during 100° - 120° of crankshaft rotation. This is due to the divergence of the direction of force transmitted by the connecting rod from the direction of rotation of the shaft especially in the initial and final stages of the cycle. Crank system according to this invention built on the plan of the cross increases this angle of up to 150-160 with significantly improving geometry of this forces also in these critical positions. In the traditional engine, an effective, total pressure is present over 400°-480° for 720° of the shaft rotation, while the solution according to the invention allows effective pressure to be present over 600°-640° for 360° rotation of the shaft of four cylinder two stroke engine. This is due to arrangement of forces. Mutually overlapping on each other pressures, generate a creation of a stable and balanced torque, which allows to set idle speed of the engine within the limits of 100-300 RPM. The above solution of the crankshaft system also aims to eliminate pressure of the pistons on side walls of the cylinders. This solution moves the unwanted phenomenon to the crankcase on a well greased tracks 1 1 , 12, at the same time significantly reducing the internal friction of the engine. Low RPM and high torque have impact on the good traction of the car that could move without jolt when idling. This lowers fuel consumption, particularly in the urban cycle, where during the frequent stopping, when engine idling at 100-300 RPM will use 40-60% less fuel from the engine running with the standard 900 RPM. Low RPM also contribute to greater vitality of its components, reduce losses resulting from internal friction, reduce noise, or vibrations.

Fig. 2 shows the various stages of the crankshaft system operation : Pos. 1. Slider 9 performs a return, and the slider 10 moves to the right with a maximum speed.

Pos. 2. Slider 9 moves down, and slider 10 to the right.

Pos. 3. Slider 9 reaches a maximum speed, and a slider 10 returns.

Pos. 4. Slider 9 still moves down, and slider 10 to the left.

Pos. 5. Slider 9 returns, and the slider 10 moves with maximum speed to the left.

Pos. 6. Slider 9 moves upward, and the slider 10 to the left.

Crank system according to this invention can be used both in four-stroke engines, as well as two-stroke engines. The engine is built on a cruciform, with the vertical axis of rotation that adapts well under the hood of the car. It can be used to power ships, aircraft, or to power other technical devices, for instance, generators.

Claims

1. The crank system of internal combustion engine, especially two stroke one, containing reciprocating motion terminated in a pistons sliders, characterized that centrally, directly on crankpin journals of the crankshaft (14), there are rotationally mounted sliders (9, 10), whereas the crankshaft (14) is rotationally mounted in at least one rotary roll (13), which in its axis has mounted the rotary roll gear (15), which is constantly in mesh with at least one shaft gear (16), stationary mounted on shaft (17) with the bearing, that is still embedded in the body of engine (51).

2. The crank system according to Claim 1 , characterized that gear wheels (15) and (16) are an external teeth gears.

3. The crank system according to Claim 1 , characterized that each mounted on the shaft (17), shaft gears (16) are stationary fixed relative to each other.