Engine with high torque mechanism

Abstract

A high torque mechanism connected to a piston disposed within a cylinder and connected to a connecting rod for an engine may include a triangular link and a guide arm. The high torque mechanism may include a triangular link, a crankshaft, and a guide arm. A connecting rod is connected to the piston and the first joint on the triangular link. A guide arm is connected to a second joint and a guide pivot point on the triangular link. A crankshaft is connected to a third joint and a crank pivot point on the triangular link. Triangular links and guide arms provide significantly higher engine torque over various crank ranges with high in-cylinder combustion pressures.

Description

Citation of Related Applications

[0001] This patent application claims the benefit of U.S. Patent Application No. 17 / 734,917, filed on May 2, 2022. This patent application is hereby incorporated by reference in its entirety. Technical Field

[0002] Aspects described herein generally relate to engine hardware. More specifically, aspects of the present disclosure relate to conventional engines that provide high torque and reduced fuel consumption. Background Art

[0003] A common need for conventional engines is to increase torque, thereby producing higher engine efficiency, reduced fuel consumption, and reduced emissions. Therefore, there is an unmet need for arrangements and methods for increasing torque in an engine and making the engine more efficient. Additionally, there is an unmet need for arrangements and methods for reducing fuel consumption and reducing emissions in an engine. Summary of the invention

[0004] An engine having a piston arranged in a cylinder may include: a connecting rod, a triangular link, a guide arm and a crankshaft. The connecting rod may have an upper end and a lower end, and may be connected to the piston at its upper end. The triangular link may have a first joint at a first corner of the triangular link, a second joint at a second corner of the triangular link, and a third joint at a third corner of the triangular link. The first joint may be connected to the lower end of the connecting rod. The guide arm may have a first end and a second end, and may be connected to the third joint of the triangular link at its first end. The guide arm may be controlled to rotate around the guide pivot point at the second end. The rotation of the guide arm may control the direction of movement of the triangular link. The crankshaft may have a first end and a second end, and may be connected to the second joint of the triangular link at its first end. The crankshaft may be controlled to rotate around the crank pivot point at the second end.

[0005] In another aspect of the present invention, the triangular link may include a window that causes the mass of the triangular link to be reduced. In addition, the engine may also include a first gear connected to the crankshaft at the crank pivot point and a second gear connected to the guide arm at the guide pivot point, the second gear engaging with the first gear. The first gear and the second gear may be circular or elliptical. The crank pivot point may be located at the center of the first gear, or the crank pivot point may be located eccentrically to the center of the first gear. The guide pivot point may be located at the center of the second gear, or the guide pivot point may be located eccentrically to the center of the second gear. Compared with an engine omitting at least the triangular link, the engine can deliver higher torque. In addition, for the same size of requested torque, the fuel consumption of the engine will be lower than that of an engine omitting at least the triangular link. In addition, the connecting rod can move at a narrow angle to the piston movement, thereby minimizing the lateral force on the cylinder, which reduces the wear of the cylinder, piston and piston rings.

[0006] On the other hand, a high torque mechanism for use with an engine having a piston arranged in a cylinder may include: a connecting rod, a three-point linkage, a guide arm and a crankshaft. The connecting rod may have an upper end and a lower end and may be connected to the piston at its upper end. The three-point linkage may have a first joint at a first corner of the three-point linkage, a second joint at a second corner of the three-point linkage, and a third joint at a third corner of the three-point linkage, the first joint being connected to the lower end of the connecting rod. The three-point linkage may include a window that causes a reduction in the mass of the three-point linkage. The guide arm may have a first end and a second end and may be connected to the third joint of the three-point linkage at its first end. The guide arm may be controlled to rotate around the guide pivot point at the second end. The rotation of the guide arm may control the direction of movement of the three-point linkage. The crankshaft may have a first end and a second end and may be connected to the second joint of the three-point linkage at its first end. The crankshaft may be controlled to rotate around the crank pivot point at the second end. The high torque mechanism may further include a first gear connected to the crankshaft at the crank pivot point and a second gear connected to the guide arm at the guide pivot point, the second gear engaging with the first gear.

[0007] In yet another aspect, a vehicle having a high torque engine and an onboard fuel container, the high torque engine comprising: a piston arranged in a cylinder, a connecting rod, a triangular link, a guide arm and a crankshaft. The connecting rod may have an upper end and a lower end, and is connected to the piston at its upper end. The triangular link may have a first joint at a first corner of the triangular link, a second joint at a second corner of the triangular link, and a third joint at a third corner of the triangular link, the first joint being connected to the lower end of the connecting rod. The guide arm may have a first end and a second end, and may be connected to the third joint of the triangular link at its first end. The guide arm may be controlled to thereby rotate around a guide pivot point at the second end, wherein the rotation of the guide arm may control the direction of movement of the triangular link. The crankshaft may have a first end and a second end, and may be connected to the second joint of the triangular link at its first end. The crankshaft may be controlled to thereby rotate around a crank pivot point at the second end. BRIEF DESCRIPTION OF THE DRAWINGS

[0008]

[0013] The foregoing summary, as well as the following detailed description of exemplary embodiments, will be better understood when read in conjunction with the appended drawings, which are included by way of example and not as limitations of the claimed invention.

[0009] Figure 1 An end view of an embodiment of a high torque mechanism of an engine is shown, according to an embodiment.

[0010] Figure 2 An end view of another embodiment of a high torque mechanism of an engine according to an embodiment is shown.

[0011] Figure 3 An end view of another embodiment of a high torque mechanism of an engine according to an embodiment is shown.

[0012] Figure 4A It shows that according to the embodiment Figure 3 End view of the high torque mechanism of the engine in the top down position.

[0013] Figure 4B It shows that according to the embodiment Figure 3 An end view of the high torque mechanism of the engine in a second position.

[0014] Figure 5A It shows that according to the embodiment Figure 3 Illustration of the trace of the joint at the low end of the connecting rod of the engine's high torque mechanism.

[0015] Figure 5B It shows that according to the embodiment Figure 3 An end view of the first gear and second gear of the high torque mechanism of the engine.

[0016] Figure 6 is a graph of force distribution for the force in the cylinder, the cranking force in a conventional engine, and the cranking force from the high torque mechanism of the engine according to the embodiment.

[0017] Figure 7 is a graph of force distribution (for the remainder of the force) for the force in the cylinder, the cranking force in a conventional engine, and the cranking force from the high torque mechanism of an engine according to an embodiment. DETAILED DESCRIPTION

[0018] According to one aspect of the embodiment, a high torque mechanism can be used in a conventional engine as an upgrade of conventional kinematics that produces higher engine torque. This upgrade makes the engine more efficient, reduces fuel consumption, and reduces emissions. The high torque mechanism will upgrade conventional engine hardware with new components, thereby allowing for reduced fuel consumption relative to a conventional engine of the same power.

[0019] According to another aspect of the embodiment, a high torque mechanism can be used with an engine including a piston and cylinder arrangement. A vehicle can utilize an engine with a high torque mechanism and an onboard fuel container. Other terminal equipment can utilize an engine with a high torque mechanism.

[0020] A high torque mechanism connected to a piston disposed within a cylinder and connected to a connecting rod for an engine may include features of a three-point link and a guide arm. The three-point link may be a triangular link or other shaped three-point link. The high torque mechanism may provide an upgrade to conventional hardware by means of new elements that provide higher torque, and thus allow for reduced fuel consumption compared to the consumption of a conventional engine of the same power. The high torque mechanism may include a triangular link, a crankshaft, and a guide arm. The connecting rod may be connected to a first joint on the piston and the triangular link. The guide arm may be connected to a second joint on the triangular link and a guide pivot point. The crankshaft may be connected to a third joint on the triangular link and a crank pivot point. The triangular link and guide arm allow the engine torque to be significantly higher in various crank ranges where the combustion pressure in the cylinder is high.

[0021] Figure 1An exemplary high torque mechanism 100 is shown connected to a piston 10 arranged in a cylinder and connected to a connecting rod 12 for an engine. The high torque mechanism 100 can be used with any piston 10, cylinder and connecting rod 12 arrangement for an engine. The high torque mechanism 100 can be used with any engine used in the art. An engine with a high torque mechanism 100 can be used with other components such as an onboard fuel container, resulting in improved fuel consumption, so more torque can be output by the same amount of fuel stored in the onboard fuel container. An engine with a high torque mechanism 100 can be used for any terminal equipment, such as a vehicle (i.e., a car, truck, airplane, train, golf cart, etc.). The high torque mechanism 100 can provide an upgrade to conventional hardware with the help of new elements that provide higher torque, and thus allow fuel consumption to be reduced compared to the consumption of a conventional engine of the same power.

[0022] like Figure 1 As shown, the high torque mechanism 100 may include a triangular link 110 , a crankshaft 120 , and a guide arm 130 . Figure 1 The components of the engine to which the triangular link 110 and the guide arm 130 belong are shown. The triangular link 110 can produce a unique combination of force distributions that are not possible in conventional engines or engine kinematics with any other link. The triangular link 110 and the guide arm 130 allow the engine torque to be quite high in the crank range between top dead center (TDC) and 45 degrees where the combustion pressure in the cylinder is high.

[0023] The high torque mechanism 100 may be connected to a connecting rod 12, which is connected to a piston 10. The connecting rod 12 may have an upper end 14 and a lower end 16 opposite the upper end 14. The upper end 14 may be connected to the piston 10. The lower end 16 may be connected to a triangular link 110. The triangular link 110 may also be connected to a crankshaft 120 and a guide arm 130.

[0024] like Figure 1 As shown, the triangular link 110 can be a triangular link including three joints at the corners of the triangular link 110. The triangular link 110 can also be a three-point link of other shapes. For example, the three-point link can be in the shape of an oval, a circle, or an ellipse, wherein the three joints are located in the entire shape of the oval, the circle, or the ellipse. The three-point link can be in the shape of a polygon with corners, such as a rectangle, a square, a pentagon, a heptagon, an octagon, etc. For example, a rectangle can be used, wherein the three joints are located at three of the corners like the triangular link. Other shapes and polygons can be used for the three-point link / triangular link 110.

[0025] The triangular link 110 (and three-point link) may include three different joints. A first joint 112 may be located at a first corner of the triangular link 110. A second joint 114 may be located at a second corner of the triangular link 110. A third joint 116 may be located at a third corner of the triangular link 110. The first joint 112 may be connected to the lower end 16 of the connecting rod 12. The second joint 114 may be connected to the guide arm 130. The third joint 116 may be connected to the crankshaft 120.

[0026] The triangular link 110 may be a triangle of various shapes without departing from the present invention. For example, the triangular link 110 may be any one of a right triangle, an acute triangle, or an obtuse triangle. The triangular link 110 may also be any one of an equilateral triangle, an isosceles triangle, or an unequal triangle. In addition, each of the joints 112, 114, 116 may be located at any corner of a triangle of various shapes, and therefore, each of the various connectors connected to the connecting rod 12, the guide arm 130, and the crankshaft 120 may be located at any corner of a triangle of various shapes. For example, if the triangular link 110 is a right triangle, the first joint 112 connected to the connecting rod 12 may be located at a right angle corner, or the second joint 114 connected to the guide arm 130 may be located at a right angle corner, or the third joint 116 connected to the crankshaft 120 may be located at a right angle corner. Similarly, if the triangular link 110 is an obtuse triangle, the first joint 112 connected to the connecting rod 12 may be located at an obtuse corner, or the second joint 114 connected to the guide arm 130 may be located at an obtuse corner, or the third joint 116 connected to the crankshaft 120 may be located at an obtuse corner. Similarly, if the triangular link 110 is an isosceles triangle, the first joint 112 connected to the connecting rod 12 and the second joint 114 connected to the guide arm 130 may be located at corners of equal angles, or the first joint 112 connected to the connecting rod 12 and the third joint 116 connected to the crankshaft 120 may be located at corners of equal angles, or the second joint 114 connected to the guide arm 130 and the third joint 116 connected to the crankshaft 120 may be located at corners having equal angles.

[0027] In addition, the triangular link 110, which is a three-point link of a polygon, such as a rectangle, square, pentagon, heptagon, octagon, etc., can utilize three of the corners for each of the three joints, with the ability to rotate the joint using any three of the four corners for the joint. This can use the polygonal three-point link to provide possible adjustments or modifications to the joint position and the linkage. For example, the three joints can utilize the first corner, the second corner, and the third corner of the rectangle in the first configuration; and the three joints can utilize the first corner, the second corner, and the fourth corner of the rectangle in the second configuration. The polygonal three-point link can provide the ability to modify the kinematic characteristics of the engine link in various situations. The triangular link or three-point link can be incorporated into any other shape, but the position of the three joints relative to each other should remain triangular. The three joints should be positioned relative to each other as a triangle with an equilateral or unequal shape. However, other triangular shapes can also work and can be presented by other three joint shapes.

[0028] The high torque mechanism 100 may also include a guide arm 130 connected to the second joint 114 of the triangular link 110. The guide arm 130 may control the direction of movement of the triangular link 110. The guide arm 130 may include a first end 132 and a second end 134 opposite the first end 132. The first end 132 may be connected to the second joint 114 of the triangular link 110. The second end 134 may be connected to a guide pivot point 136. When the piston 10 and the connecting rod 12 move up and down in the engine, the guide arm 130 may rotate about the guide pivot point 136. Figure 1 As shown, the guide arm 130 is rotatable about the guide pivot point 136 in both clockwise and counterclockwise directions.

[0029] The high torque mechanism 100 also includes a crankshaft 120 connected to the third joint 116 of the triangular link 110. The crankshaft 120 may include a first end 122 and a second end 124 opposite the first end 122. The first end 122 may be connected to the third joint 116 of the triangular link 110. The second end 124 may be connected to a crank pivot point 126. When the piston 10 and the connecting rod 12 move up and down in the engine, the crankshaft 120 may rotate about the crank pivot point 126. Figure 1 As shown, the crankshaft 120 can rotate in a clockwise direction about the crank pivot point 126. In another embodiment, the crankshaft 120 can rotate in a counterclockwise direction about the crank pivot point 126.

[0030] Figure 2 Another embodiment of a high torque mechanism 200 is shown. Figure 2In the embodiment of the present invention, features of the high torque mechanism 200 are referred to using like reference numerals in the "2XX" series of reference numerals rather than in Figure 1 The "1XX" features may be similar to the "2XX" features. Figure 1 Certain features of the high torque mechanism 200 described with respect to the high torque mechanism 100 may be described in less detail, or may not be described at all. Furthermore, any combination of features of the high torque mechanism 100 may be used with the high torque mechanism 200. Conversely, any combination of features of the high torque mechanism 200 may be used with the high torque mechanism 100.

[0031] Figure 2 The high torque mechanism 200 includes a triangular link 210 having a window 211. The window 211 may be a hole or opening in the triangular link 210. The window 211 may result in a reduction in mass of the triangular link 210. The reduction in mass of moving parts such as the triangular link 210 having the window 211 in the engine provides lower parasitic inertia of these moving parts. This may help reduce side-to-side (lateral) vibrations of the engine. The window 211 may be a variety of shapes as part of the triangular link 210. For example, Figure 2 As shown, the window 211 may be triangular. The window 211 may be other shapes, such as circular, oval, square, rectangular, slotted, etc. The window 211 may also include a plurality of holes or openings in the triangular link 210 to help reduce the mass of the triangular link 210.

[0032] Figure 2 Also shown is the force distribution at the top dead center position (TDC) of the piston. F1 represents the force on the piston during the combustion process in the cylinder. F3 represents the additional rotational force generated by the high torque mechanism 100, 200 that will be applied to the crankshaft 120 at TDC. In a conventional engine, this force (F3) at TDC will be equal to zero. The high torque mechanism 100, 200 delivers a relatively high torque. Therefore, for the same requested torque, the fuel consumption of the engine with the high torque mechanism 100, 200 will be lower than that of the conventionally designed engine without the high torque mechanism 100, 200.

[0033] Figure 3 , 4A 4B shows another embodiment of the high torque mechanism 300. Figure 3 , 4A 4B, the features of the high torque mechanism 300 are referred to using like reference numerals in the "3XX" series of reference numerals rather than in Figure 1 The "1XX" for the high torque mechanism 100 in the embodiment of Figure 2 The "2XX" and / or "1XX" features may be similar to the "3XX" features. Figure 1 High torque mechanism 100 and Figure 2 Certain features described with respect to high torque mechanism 200 may be described in less detail, or may not be described at all. Furthermore, any combination of features of high torque mechanism 300 may be used with high torque mechanisms 100, 200. Conversely, any combination of features of high torque mechanisms 100, 200 may be used with high torque mechanism 300.

[0034] Figure 3 An exemplary high torque mechanism 300 is shown connected to a piston 10 disposed within a cylinder and connected to a connecting rod 12 for an engine. Figure 4A and 4B The high torque mechanism 300 is shown at various positions within the motion of the piston 10. The high torque mechanism 300 can be used with any piston 10, cylinder and connecting rod 12 arrangement for an engine. The high torque mechanism 300 can be used with any engine used in the art. An engine with a high torque mechanism 300 can be used in any end equipment, such as a vehicle (i.e., a car, truck, airplane, train, golf cart, etc.). The high torque mechanism 300 can provide an upgrade to conventional hardware by means of a new element that provides higher torque, and thus allows for a reduction in fuel consumption compared to the consumption of a conventional engine of the same power.

[0035] like Figure 3 As shown, the high torque mechanism 300 may include a triangular link 310, a crankshaft 320, a guide arm 330, a first gear 340, and a second gear 350. The high torque mechanism 300 may be connected to a connecting rod 12, which is connected to a piston 10. The connecting rod 12 may have an upper end 14 and a lower end 16 opposite to the upper end 14. The upper end 14 may be connected to the piston 10. The lower end 16 may be connected to the triangular link 310. The triangular link 310 may also be connected to the crankshaft 320 and the guide arm 330.

[0036] like Figure 3 As shown, the triangular link 310 may be a triangular link including three joints at the corners of the triangular link 310. The first joint 312 may be located at the first corner of the triangular link 310. The second joint 314 may be located at the second corner of the triangular link 310. The third joint 316 may be located at the third corner of the triangular link 310. The first joint 312 may be connected to the lower end 16 of the connecting rod 12. The second joint 314 may be connected to the guide arm 330. The third joint 316 may be connected to the crankshaft 320.

[0037] The high torque mechanism 300 also includes a guide arm 330 connected to the second joint 314 of the triangular link 310. The guide arm 330 may include a first end 332 and a second end 334 opposite the first end 332. The first end 332 may be connected to the second joint 314 of the triangular link 310. The second end 334 may be connected to a guide pivot point 336. When the piston 10 and the connecting rod 12 move up and down in the engine, the guide arm 330 may rotate about the guide pivot point 336. Figure 3 As shown, the guide arm 330 can rotate in a counterclockwise direction about the guide pivot point 336 .

[0038] The high torque mechanism 300 also includes a crankshaft 320 connected to the third joint 316 of the triangular link 310. The crankshaft 320 may include a first end 322 and a second end 324 opposite the first end 322. The first end 322 may be connected to the third joint 316 of the triangular link 310. The second end 324 may be connected to a crank pivot point 326. When the piston 10 and the connecting rod 12 move up and down in the engine, the crankshaft 120 may rotate about the crank pivot point 326. Figure 3 As shown, the crankshaft 320 can rotate in a clockwise direction about the crank pivot point 326. In another embodiment, the crankshaft 320 can rotate in a counterclockwise direction about the crank pivot point 326.

[0039] In addition, if Figure 3 , 4A As shown in FIGS. 4B and 4B , the high torque mechanism 310 may include a first gear 340 and a second gear 350 that engage each other at point 'A' 342. The first gear 340 may include a radius R1, and the second gear 350 may have a radius R2. The first gear 340 and the second gear 350 may have the same radius R1, R2, such that R1 is equal to R2. In other embodiments, the first gear 340 and the second gear 350 may have different radii R1, R2. The first gear 340 may be securely attached to the crankshaft 320 at the crank pivot point 326. The second gear 350 may be securely attached to the guide arm 330 at the guide pivot point 336. Based on the force distribution of the high torque mechanism 310, the force F1 may be decomposed into F1 and F5. F2 may generate a useful rotational moment M1 on the crankshaft 320, calculated as M1=F2*R1. In addition, F5 may generate a useful rotational moment M2 on the guide arm 330, calculated as M2=F5*R2. Therefore, the high torque mechanism 310 generates additional forces and moments based on the use of the first gear 340 and the second gear 350. See the example calculation below:

[0040] refer to Figure 2 and 3 , in such Figure 2 and 3In the calculation, the force is equal to that at Figure 2 and 3 The length is measured in mm.

[0041] refer to Figure 2 (without first and second gears) F3=33kgf R1=35mm M1=33*35– 1155kgf*mm -- Figure 2 The torque (no Figure 3 The first and second gears in the

[0042] refer to Figure 3 (With first gear 340 and second gear 350) F3=33 / 2=16.5kgf (divided by 2, for load sharing between two gears) F5=36 / 2=18kgf (divided by 2, for load sharing between two gears) R1 / R2=35mm M1=16.5*35=577.5kgf*mm M2=18*35=630kgf*mm M1+M2(total moment)=577.5+630= 1207kgf*mm -- Figure 3 The torque (with Figure 3 The first gear 340 and the second gear 350)

[0043] Therefore, as described above, the efficiency of the high torque mechanism 300 using the first gear 340 and the second gear 350 is improved compared to the high torque mechanism 100, 200 that does not use the first gear or the second gear. Compared to the high torque mechanism 100, 200 that does not use the first gear or the second gear, for the high torque mechanism 300 using the first gear 340 and the second gear 350, the improved efficiency can be calculated as 1207 / 1155=4.07% improved efficiency.

[0044] Additionally, the high torque mechanism 300 may include another benefit by creating a narrow angle for movement of the connecting rod 12 . Figure 5A A trajectory 360 of the motion of the connecting rod 12 and the first point 312 of the triangular link 310 using the high torque mechanism 300 is shown. Figure 5A As shown, the connecting rod 12 moves up and down at a narrow angle 362, and the left and right (lateral) movement of the connecting rod 12 is very small (almost in a straight line). The narrow angle 362 swing of the connecting rod 12 can result in lower forces on the side of the cylinder, which can help reduce wear on the cylinder, piston and piston rings in the engine.

[0045] Figure 5B Other embodiments of first gear 340 and second gear 350 that can be used with high torque mechanism 300 are shown. One or both of first gear 340A and / or second gear 350A can be elliptical or oval gears, rather than Figure 3 , 4A and circular gears 340, 350 shown in dashed lines as shown in FIG. 4B. In addition, Figure 3 , 4A 4B show the crank pivot point 326 located at the center position 344 of the first gear 340 and the guide pivot point 336 located at the center position 354 of the second gear 350. However, the position of the crank pivot point 326 and the guide pivot point 336 relative to the first gear 340 and the second gear 350 may not be at the center position. Figure 5B As shown, the crank pivot point 326 may be located at a position 344A eccentric to the center position of the first gear 340, and / or the guide pivot point 336 may be located at a position 354A eccentric to the center position of the second gear 350. The crank pivot point 326 and / or the guide pivot point 336 may be located below the center position of the first gear 340 and the second gear 350.

[0046] Figure 6 A graph 600 of force distribution is shown for the force in the cylinder 610, the cranking force 620 of a conventional design, and the cranking force 630 from the high torque mechanism 100 of the engine. As shown in FIG6 , by using the high torque mechanism 100 with the triangular link 110 and the guide arm 130, the engine torque will be quite high in the crank range between top dead center (TDC) and 45 degrees. The crank range between TDC and 45 degrees can also be a section of the engine with high combustion pressures and high forces. For example, as Figure 6 As shown, at TDC or 0 degrees of crank angle, the force 610 in the cylinder will be 75%, the cranking force 620 of the conventional design will be about 0% of the force in the cylinder, but the cranking force 630 of the high torque mechanism 100 will be about 60% of the force in the cylinder. Additionally, at about 15 degrees of crank angle, the force 610 in the cylinder will be about 100%, the cranking force 620 of the conventional design will be about 20% of the force in the cylinder, but the cranking force 630 of the high torque mechanism 100 will be about 90% of the force in the cylinder.

[0047] For example, for Figure 6 , using a force in the cylinder of 100 kgf, below is Table 1 showing the engine torque between TDC and 45 degrees of an engine using the high torque mechanism 100 with the triangular link 110 and the guide arm 130 compared with a conventional engine without the high torque mechanism 100. Table 1 - Force in a 100 kgf cylinder (from Figure 6 )

[0048] Figure 7 The approximate residual force in the cylinder (from Figure 6 A graph 700 of force distribution of [positive force] minus [negative force]) 710, cranking force 720 in a conventional design, and cranking force 730 from the high torque mechanism 100 of the engine. As shown in FIG7 , by using the high torque mechanism 100 with the triangular link 110 and the guide arm 130, the engine torque will be quite high in the crank range between top dead center (TDC) and 45 degrees. Figure 7 Also highlighted is the additional work 740 that is produced and available through the use of the high torque mechanism 100. The crank range between TDC and 45 degrees can also be a region of the engine with high combustion pressures and high forces. Figure 7 As shown, at TDC or 0 degrees of crank angle, the force 710 in the cylinder will be 78%, the cranking force 720 of the conventional design will be about 0% of the force in the cylinder, but the cranking force 730 of the high torque mechanism 100 will be about 60% of the force in the cylinder. In addition, at about 15 degrees of crank angle, the force 710 in the cylinder will be about 100%, the cranking force 720 of the conventional design will be about 20% of the force in the cylinder, but the cranking force 730 of the high torque mechanism 100 will be about 90% of the force in the cylinder.

[0049] For example, for Figure 7 , using a force in the cylinder of 100 kgf, below is Table 2, which shows the engine torque (the residual force of [positive force] minus [negative force]) between TDC and 45 degrees of an engine using a high torque mechanism 100 with a triangular link 110 and a guide arm 130 compared with a conventional engine without a high torque mechanism 100. Table 2 - Force in a 100 kgf cylinder (from Figure 7 )

[0050] As described above, the high torque mechanism 100, 200, 300 can make the engine more efficient, reduce fuel consumption, and reduce emissions. The high torque mechanism 100, 200, 300 can be used with a vehicle or other end device. The high torque mechanism 100, 200, 300 can also be used with a vehicle including an onboard fuel container, resulting in improved fuel consumption, so that more torque can be output with the same amount of fuel stored in the onboard fuel container.

[0051] The above text and the accompanying drawings disclose the present technology with reference to various embodiments. However, the purpose of the present disclosure is to provide examples of various features and concepts related to the technology, rather than to limit its scope. Those skilled in the relevant art will recognize that many changes and modifications may be made to the described embodiments without departing from the scope of the invention as defined by the appended claims.

Claims

1. An engine having a piston arranged in a cylinder, the engine comprising: a connecting rod having an upper end and a lower end and connected to the piston at its upper end; a triangular link having a first joint at a first corner of the triangular link, a second joint at a second corner of the triangular link, and a third joint at a third corner of the triangular link, the first joint being connected to a lower end of the connecting rod; a guide arm having a first end and a second end and connected at its first end to the third joint of the triangular link and controlled to rotate therefrom about a guide pivot point at its second end, wherein rotation of the guide arm controls the direction of movement of the triangular link; and A crankshaft has a first end and a second end and is connected at its first end to the second joint of the triangular link and is controlled to rotate therefrom about a crank pivot point at its second end.

2. The engine according to claim 1, characterized in that The delta-link includes a window that results in a reduction in mass of the delta-link.

3. The engine according to claim 1, characterized in that Also includes: a first gear connected to the crankshaft at the crank pivot point; as well as A second gear is connected to the guide arm at the guide pivot point, the second gear engaging the first gear.

4. The engine according to claim 3, characterized in that The first gear and the second gear are circular.

5. The engine according to claim 3, characterized in that The first gear and the second gear are oval-shaped.

6. The engine according to claim 3, characterized in that The crank pivot point is located at a center position of the first gear.

7. The engine according to claim 3, characterized in that The guide pivot point is located at a central position of the second gear.

8. The engine according to claim 3, characterized in that The crank pivot point is located eccentrically to a center position of the first gear.

9. The engine according to claim 3, characterized in that The guide pivot point is located eccentrically to a center position of the second gear.

10. The engine according to claim 1, characterized in that The engine delivers higher torque than an engine omitting at least the delta-link.

11. The engine according to claim 10, characterized in that For the same amount of requested torque, the fuel consumption of the engine will be lower than an engine omitting at least the delta-link.

12. The engine according to claim 1, characterized in that The connecting rod can move at a narrow angle to the piston movement, thereby minimizing side forces on the cylinder, which reduces wear on the cylinder, the piston and the piston's rings.

13. A high torque mechanism for use with an engine having a piston disposed within a cylinder, the high torque mechanism comprising: a connecting rod having an upper end and a lower end and connected to the piston at its upper end; a three-point linkage having a first joint at a first corner of the linkage, a second joint at a second corner of the linkage, and a third joint at a third corner of the linkage, the first joint being connected to a lower end of the connecting rod, wherein the three-point linkage includes a window that results in a reduction in mass of the three-point linkage; a guide arm having a first end and a second end and connected at its first end to the third joint of the three-point linkage and controlled to rotate therefrom about a guide pivot point at its second end, wherein rotation of the guide arm controls the direction of movement of the three-point linkage; a crankshaft having a first end and a second end and connected at its first end to the second joint of the three-point linkage and controlled to rotate therefrom about a crank pivot point at its second end; a first gear connected to the crankshaft at the crank pivot point; and A second gear is connected to the guide arm at the guide pivot point, the second gear engaging the first gear.

14. The high torque mechanism according to claim 13, characterized in that: The first gear and the second gear are circular or elliptical.

15. The high torque mechanism according to claim 13, characterized in that: The crank pivot point is located at the center of the first gear, and the guide pivot point is located at the center of the second gear.

16. The high torque mechanism according to claim 13, characterized in that: The crank pivot point is located eccentrically to the center position of the first gear, and the guide pivot point is located eccentrically to the center position of the second gear.

17. The high torque mechanism according to claim 13, characterized in that: The engine delivers higher torque than an engine omitting at least the three-point linkage.

18. A vehicle having a high torque engine and an onboard fuel container, the high torque engine comprising: a piston disposed within the cylinder; a connecting rod having an upper end and a lower end and connected to the piston at its upper end; a triangular link having a first joint at a first corner of the triangular link, a second joint at a second corner of the triangular link, and a third joint at a third corner of the triangular link, the first joint being connected to a lower end of the connecting rod; a guide arm having a first end and a second end and connected at its first end to the third joint of the triangular link and controlled to rotate therefrom about a guide pivot point at its second end, wherein rotation of the guide arm controls the direction of movement of the triangular link; and A crankshaft has a first end and a second end and is connected at its first end to the second joint of the triangular link and is controlled to rotate therefrom about a crank pivot point at its second end.

19. The carrier according to claim 18, characterized in that: The delta-link includes a window that results in a reduction in mass of the delta-link.

20. The carrier according to claim 18, characterized in that Also includes: a first gear connected to the crankshaft at the crank pivot point; as well as A second gear is connected to the guide arm at the guide pivot point, the second gear engaging the first gear.

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