Piston internal combustion engine without crankshaft

Abstract

The crankshaftless piston internal combustion engine is related to the field of mechanical engineering and internal combustion engines that can convert the linear motion of the piston into rotational motion without a crankshaft. The conversion of the linear motion of the piston by the crankshaft in engines has limitations; among them, the proximity of the end center of the large connecting rod base and the crankshaft inertia to the center of the crankshaft shaft, which causes excessive loss of torque. Also, increasing the piston's range of motion reduces the crankshaft's rotational speed, and at the same time, the ability to adjust the piston oscillation speed and increase power They do not compress fuel and air. Now, by eliminating the crankshaft, these challenges have been resolved. This is done by a one-way gear connected to the combustor connecting rod; this gear converts the linear motion of the piston into rotational motion during combustion in the cylinder, and during the reverse motion of the combustor connecting rod, the one-way gear rotates freely. At the end of the combustor connecting rod, a profile with an angle of 90° is connected to this connecting rod, and cams are installed at the top and bottom of this profile to move the connecting rod up and down. The rotational motion of the cams It is transmitted to them from the output shaft by gears and chains.

Description

Description of the invention Title of the invention Piston internal combustion engine without crankshaft Technical background of the relevant invention This invention is related to the field of automotive mechanical engineering and internal combustion engines. This engine can convert the linear motion of the piston into rotational motion without a crankshaft. Technical problem and stating the objectives of the invention The technologies used in engines have changed a lot throughout history, but one of the enduring systems in this industry has been the internal combustion engine or internal combustion engine. With the passage of time and the advancement of technology, we can still see internal combustion engines being mass-produced. These engines convert the linear motion of the piston into rotary motion by means of a crankshaft. The conversion of the linear motion of the piston into rotary motion by means of a crankshaft in engines has disadvantages and limitations; Among them is the proximity of the end center of the large connecting rod base and the crankshaft's inertia to the center of the crankshaft, which causes excessive loss of torque. Also, increasing the piston's travel range and connecting rod length reduces the crankshaft's rotational speed, and they do not have the ability to adjust the piston oscillation speed and increase the compression power of fuel and air. Therefore, to overcome these problems and limitations, a crankshaft-less engine has been designed that can convert linear piston motion into rotational motion by minimizing power and energy loss and increasing the flexibility of technical settings, according to their various applications. A description of the state of the prior art and the history of developments related to the claimed invention. Given that this invention has generally changed the way the linear motion of the piston is converted into rotation, as a result of searching for inventions and developments among existing national and international resources, only one invention was found that is related to the claimed invention. Other inventions and developments have been made to optimize the components and peripheral parts of engines, and in general, the nature of the design and performance of the main parts in them is common and is the same as the only invention found in this search, which we have explained below: The father of all internal combustion engines is Nikolaus Otto, who invented the first internal combustion engine in 1876. He invented the Otto four-stroke engine and the Otto two-stroke engine. According to the German engineer, the mechanism of this internal combustion engine was inspired by James Watt's steam engine. The four-stroke engine designed by Otto was able to perform the four stages of suction, compression, explosion, and exhaust continuously. Providing a solution to an existing technical problem along with an accurate, sufficient, and integrated description of the invention A crankshaftless piston internal combustion engine can convert the linear motion of the piston into rotational motion without a crankshaft. Now, we have examined the distinguishing features of this engine, its parts, and how it works: The piston and piston base (1.fig. No. 2) and the cam gear connecting rod (1.fig. No. 10) are integral. At the end of the cam gear connecting rod, a profile (1.fig. No. 14) is attached at a 90° angle by screws (3.fig. No. 21) through holes (3.fig. No. 20) located on both sides of the initial edges (3.fig. No. 38 and 39) of this profile, to the end of the cam gear connecting rod, which also has countersunk screws (3.fig. No. 42) at the end of its body. Also, on both sides of the body of the comb-gear connecting rod, there is a protrusion (5.fig. No. 9) in the form of a rectangular cube, along the length of the connecting rod, behind each of which is a tooth-shaped spike (5.fig. No. 28). These spikes are fastened in place with screws (5.fig. No. 27) through holes (5.fig. No. 43) in the base (5.fig. No. 8) of the piston bushing and the tapped holes (5.fig. No. 44) in the toothed spike. Therefore, their tooth-shaped surface and the symmetry of their tapped surface are tangent to the body of the comb-gear connecting rod, which prevents vibration and possible lateral movements of the comb-gear connecting rod when force is applied to it.On the gears of the lower part of the connecting rod of the comb gear, a one-way gear (1.fig. No. 4) is located. With the movement of the piston and the comb gear connecting rod due to combustion in the cylinder on this gear, the linear motion of the piston is converted into rotation and this force and motion are transmitted to other components through the shaft (1.fig. No. 7). This shaft is connected to the hub (9.fig. No. 22) of the one-way gear by a spline (4.fig. No. 23) that is located inside the groove (4.fig. No. 37) of the one-way gear and the groove (7.fig. No. 33) of the shaft. For ease of installation, repair or replacement of the one-way gear, the shaft connected to it can be designed in several pieces; So that the beginning of the shaft is in the form of a female (7 .fig No. 32) which is the location of the male part (9 .fig No. 26) which is a continuation of the other components of the shaft (9 .fig No. 35). Its end is also in the form of a male (7 .fig No. 31) which is located in the female part (9 .fig No. 25) which is a continuation of the other components of the shaft (9 .fig No. 34). Under the profile connected to the connecting rod is a half-cam shoulder gear (1 .Fig. 12) is located so that when the piston is in the low position, the profile is in the rotation path of this half-cam and moves the piston to its highest position in the cylinder. It is worth noting that when the piston and the connecting rod of the shoulder gear move up due to the half-cam, the one-way gear rotates and does not transmit any force. The half-cam is designed in such a way that after passing the edge of the profile, by creating combustion in the cylinder and moving the connecting rod of the shoulder gear downwards, the connecting rod body and the half-cam do not collide. Also, when the engine starts, when the piston is in the high position, the profile connected to the connecting rod of the shoulder gear is in the rotation path of a cam (Fig. 17) which is installed above this profile and moves the piston to its lowest position in the cylinder. It is worth noting that after the engine is started, this cam no longer interferes with the profile; because the timing of combustion and the movement of the piston and the connecting rod of the shoulder gear down are slightly ahead of the The time this cam reaches the profile is. The force and movement of the cam and half-cam installed at the top and bottom of the profile are transmitted from the shaft (1).Fig. 7) connected to the one-way gear, is transmitted by the gears of this shaft (Fig. 7, No. 30 and 29) through the chain (Fig. 1, No. 11 and 13) to the gears (Fig. 1, No. 18 and 15) of the camshaft (Fig. 1, No. 19) and the half-cam shaft (Fig. 1, No. 16). By adjusting the size of these gears, the power and speed of rotation of the cam and half-cam can be adjusted to drive the piston up and down, depending on the efficiency of the engines. Explanation of shapes, maps and diagrams Figure 8) This figure shows an exploded view of a one-way gear consisting of the following parts: A hub (8.fig. No. 22) has grooves on its surface, in which there is a set of springs (8.fig. No. 41) on which are one-way gear teeth (8.fig. No. 40), and together they are placed inside the one-way gear shell (8.fig. No. 36). The description of the invention is devoted to the explanation of the remaining appended figures. A clear and precise statement of the advantages of the claimed invention over prior inventions. Ability to adjust the speed of rotation of the pistons as a unit, using cams and half-cams. Ability to adjust Ability to adjust and increase the compression power of fuel and air in the cylinder using chain gears connected to the one-way gear shaft and gears connected to the camshaft and half-cam shafts. Reducing fuel consumption, reducing engine noise and vibration, and increasing engine power due to eliminating the crankshaft and converting the linear motion of the piston into rotation using a shoulder-gear connecting rod and one-way gear. Reducing wear and tear on engine parts by eliminating fixed and moving bearings and using an integrated piston with a shoulder-gear connecting rod and a profile attached to it. Better lubrication of parts and better compatibility with various engine oil quality levels due to the elimination of fixed and movable bearings and the use of an integrated piston with a comb-gear connecting rod and a profile attached to it. The integration of the piston with the shoulder gear connecting rod and their uniform reciprocating motion along one axis has reduced destructive pressures on the piston, piston rings, and piston bushing body. Restraint of pressures, vibrations and possible movements of the shoulder gear connecting rod through embedded toothed spines. Description of at least one implementation method for implementing the invention Now, we have examined an example of the application of this invention in four-stroke engines: In four-cylinder engines, the rotation speed of the cam and half-cam is adjusted so that with each combustion and movement of the piston from its highest to its lowest point in the cylinder, they rotate only 90° around their axis. With the engine starting and the rotation of the cam and half-cams installed at the top and bottom of the profiles connected to the shoulder gear connecting rods, the pistons also move up and down, and after the fuel and air are compressed and combusted in the first cylinder, the engine starts; therefore, after the combustion stage in the cylinder and the first piston has completely descended, with the simultaneous opening of the exhaust and air valves in this cylinder, air is blown into the cylinder by turbochargers, whereby the gases resulting from combustion are evacuated with air pressure from the cylinder and replaced with air, then the valves are closed; at this time, fuel is also injected into the cylinder. As a result, the evacuation of the gases resulting from combustion and the entry of air into the cylinder are carried out in such a way that the piston is fixed at the lowest The state itself is in the cylinder.This opportunity is created during the combustion phase in the second and third cylinders of the engine, respectively. After completing these steps, the half-cam of the first piston, in which the air and fuel are discharged and entered, has rotated 270° around its axis. Then, with combustion in the fourth cylinder of the engine and the complete descent of its piston and the transfer of power to this half-cam, the half-cam moves the piston to its highest point in the cylinder through the profile connected to the shoulder gear connecting rod. Therefore, by completing a complete work cycle in the engine, the half-cam has rotated one revolution around its axis. In this way, the fuel and air are compressed in the cylinder and are ready for combustion, and this cycle continues in the same way. Explicit mention of the industrial application of the invention In general, this engine can be used as a replacement for the engine in all vehicles that have an internal combustion engine. For example, using it as an engine in cars, ships, airplanes, etc.

Claims

Claims What is claimed: 1 - A crankshaftless piston internal combustion engine, each cylinder of which comprises the following components: - A piston liner with a base; - A piston housed in a piston liner housing; - Exhaust and air valves; - A cam connecting rod, such that the cam connecting rod is connected to the piston at one end and to a profile at the other end, such that the end of the profile is connected perpendicularly to the end of the cam connecting rod; - Toothed teeth located on the piston liner bases, such that the symmetry of the connection point of these teeth is tangent to the body of the cam connecting rod; - A one-way gear comprising at least one ball on the surface of which a set of springs and then one-way gear teeth are located, which are collectively located in the one-way gear shell, such that the one-way gear ball is connected to a shaft on which at least two sprockets (29 and 30) are located; - A half-cam located below and on the edge of the profile connected to the gear-crank connecting rod, such that this half-cam is connected to a shaft on which at least one sprocket (15) is located; - A camwhich is located above the profile connected to the gear rack connecting rod and is connected to a shaft on which at least one sprocket (18) is located; - a chain connected to the sprocket (15) of the half-cam shaft and one of the sprockets (30) on the splined shaft of the one-way gear; - a chain connected to the sprocket (18) of the cam shaft and one of the sprockets (29) on the splined shaft of the one-way gear; 2 - A crankshaftless piston internal combustion engine according to claim 1, wherein the piston, the connecting rod, and the profile are all integrally connected to each other; 3 - A crankshaftless piston internal combustion engine according to claim 1, wherein two chain gears (29 and 30) are arranged parallel to each other on the splined shaft; 4 - The mechanism of operation of a crankshaftless piston internal combustion engine, comprising the steps of: a) creating combustion in the cylinder; b) moving an integrated part due to the combustion created in the cylinder, such that the integrated part includes a piston, a rack-and-pinion connecting rod containing gears, and a profile, such that one end of the rack-and-pinion connecting rod is connected to the piston and the other end of the rack-and-pinion connecting rod is connected perpendicularly to the profile; c) changing the direction of force from linear to rotational through the rotation of a one-way gear connected to a splined shaft by engaging the gears of the rack-and-pinion connecting rod with the one-way gear when the integrated part moves according to step (b), such that two sprockets (29 and 30) are placed on the splined shaft, such that a chain is placed on each of the sprockets; d) Simultaneous rotation of two chains according to step (c), such that each of these two chains is connected at one end to a sprocket (29 and 30) which is located on the splined shaft described in step (c), such that one of these two chains is connected at the other end to a sprocket (18) which is located on a shaft of a cam andAnother of these two chains is connected to a sprocket (15) located on a shaft of a half-cam; e) rotation of the cam and half-cam by rotation of the chain and sprockets described in steps (c) and (d); f) transmission of the force resulting from combustion and linear movement of the gear-rack connecting rod to other components of the engine, by rotation of the splined shaft connected to the one-way sprocket described in step (c); g) opening of the valves and exhaust of the smoke resulting from the combustion created in step (a) by the pressure of air entering the cylinder by an air blowing tool; h) emptying of the cylinder chamber from smoke and replacing it with air by the air blowing tool; i) closing of the valves opened in step (g); j) rotation of the cam and half-cam by rotation of the shafts and sprockets connected to them; k) engaging a portion of the half-cam body with the lower portion of the profile connected to the camshaft connecting rod, which results in the integral portion moving upward; l) compressing the air in the cylinder chamber, such that this compression of the air in the cylinder chamber is caused by the closing of the valves according to step (i) and by the upward movement of the integral portion according to step (k).occurs; m) the one-way gear rotates back and forth as the integral part moves upward according to step (l); n) fuel is sprayed into the cylinder chamber and the integral part moves to its highest position and combustion occurs after the completion of step (m); 5 - The operating mechanism of a crankshaftless piston internal combustion engine according to claim 4, such that the rotation of the two chains according to step (d) is at a speed proportional to each other and proportional to step (c); 6 - The operating mechanism of a crankshaftless piston internal combustion engine according to claim 4, such that the rotation of the one-way gear occurs after the combustion force is transferred from the piston and the connecting rod of the shoulder gear to this gear and is one-way; 7 - The operating mechanism of a piston internal combustion engine without a crankshaft according to claim 4, such that when the piston is in the upper position, the profile connected to the cam gear rod is placed in the rotation path of the cam mounted above this profile and is the cause of the piston moving to its lowest position in the cylinder; 8- The operating mechanism of a piston internal combustion engine without a crankshaft according to claims 4 and 7, such that after the engine is turned on, the cam does not interfere with the profile; 9 - The operating mechanism of a crankshaftless piston internal combustion engine according to claim 4, such that with the engine starting and the rotation of the cam and half-cam installed at the top and bottom of the piston, the camshaft connecting rod and the profile connected to the camshaft connecting rod also move up and down, creating the four stages of the engine.

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