System for changing combustion pressure of internal combustion engine to maximum torque

Abstract

To provide a technique for making directions of all forces, which are received by a piston of an internal combustion engine, vertical.SOLUTION: An actuation track of a valve is changed to a rotation direction, thereby freely setting an angle between suction and exhaust valves. A track which is drawn by a valve face part moves a little in a portion close to a piston and moves much in a portion away from the piston, so that it is not necessary to provide a valve recess in the piston. Even in a case where a piston top is made planar, when vertically moving the piston, the piston is inclined by a track which is drawn by a connecting rod. In order to prevent this, two connecting rods are mounted in one piston by a spherical joint, and the connecting rods are rotated inversely, so that the piston can be moved vertically without being inclined. It is made possible by a crankshaft of a five-axis configuration of seven spar gears with the same number of teeth or a triaxial configuration of three spar gears with the same number of teeth and two spar gears with the number of teeth more than the three spar gears by 10% around.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention is a technology for directing all forces acting on a piston of an internal combustion engine in a vertical direction. [Background technology]

[0002] The top of a conventional piston is not flat, and the trajectory of the connecting rod caused by the rotation of the crankshaft causes the piston to tilt. DISCLOSURE OF THEINVENTION [Problem to be solved by the invention]

[0003] The problem to be solved is that the top of the piston receives the combustion pressure, and the top of the piston is difficult to make flat, as it is raised to increase the compression ratio and has a recess on the piston side to prevent contact between the piston and the valve when the intake and exhaust valves overlap.

[0004] The non-flat surface tilts the piston because it receives the combustion pressure at an angle. The piston moves vertically, guided by the cylinder bore wall, but the connecting rod that connects the piston to the crankshaft tilts the piston when the crankshaft rotates.

[0005] If the top of the piston is not flat, or if the piston is tilted even if it is flat, the combustion pressure is also received horizontally, and the force received vertically is reduced accordingly. The more flat areas there are, the greater the force received vertically, so if the top surface of the piston is horizontal and its surface area is larger, the greater the force received vertically.

[0006] One of these two problems, to solve the problem of making the top of the piston flat without lowering the compression ratio, is to change the valve operating trajectory and reduce the angle between the intake and exhaust valves.

[0007] The spark plug, which is essential for uniform combustion, is located in the center, and because this spark plug restricts the freedom of the intake and exhaust valve angle, the valve operating trajectory is changed from the conventional linear trajectory to a rotary trajectory.

[0008] By curving the valve stem and moving the valve face in a rotating orbit via a rocker arm, the intake and exhaust valve angle can be freely narrowed without being hindered by a spark plug, and the volume at top dead center of compression can be reduced without raising the top of the piston.

[0009] When the center of rotation of the rocker arm is above the top of the cylinder, the valve face moves closer to the cylinder wall and comes into contact with it when actuated. If the center of rotation of the rocker arm is located below the top of the cylinder, the valve face moves away from the cylinder wall, and a cam pushes the rocker arm to actuate the valve.

[0010] The movement of the valve face, which reciprocates in a fan shape, moves less on the inside and more on the outside, so it follows a trajectory that avoids interference with the piston when the intake and exhaust valves overlap, eliminating the need to provide a valve recess on the top of the piston.

[0011] Because the stem of a valve spring is curved, when using a normal valve spring, the spring is pressed by a shaded shaft that is connected to the top of the rocker arm by a link structure, and the spring is supported by a tube with a hole through which the shaft can pass, which is also connected to the cylinder head by a link structure. To insert the spring into the tube, the top of the tube is opened, the spring is inserted, the shaded shaft is passed through, and then it is closed with a lid.

[0012] However, this structure requires four valves per cylinder, or 16 valves for four cylinders, which means that the shape of the intake and exhaust ports must be changed, and a structure to support this is required on the cylinder head side.The strength of the swingarm also needs to be taken into consideration, which increases the number of parts and the weight.

[0013] By simply creating space to insert a torsion bar spring at the center of rotation of the rocker arm, it can take the place of a valve spring, eliminating the need for extra structure or strength. However, there are length restrictions and some ingenuity is required to obtain the optimal spring rate.

[0014] The valves, valve springs, rocker arms, and the cams that push them are all located to the side of the cylinder head. Since there are only intake and exhaust ports on the top side, they are somewhat obstructed, and therefore cannot be used in conjunction with claim 3. However, a total of five spark plugs are used to increase the combustion speed, with spark plugs located between the intake ports, between the exhaust ports, and at two corners between the intake and exhaust ports.

[0015] Conventionally, all structures located above the combustion chamber are now located on both sides of the cylinder, resulting in a low center of gravity, which we believe is a useful by-product.

[0016] Another problem with the connecting rod trajectory caused by the crankshaft, which causes the piston to tilt, is that if a method is used to convert rotational motion into linear motion, such as a rack and pinion, the piston will not tilt.

[0017] A rack gear is provided on the piston that contacts the upper and lower rotations, and a pinion gear that meshes with the upward direction has half of its gear removed, and a pinion gear that meshes with the downward direction has half of its gear removed.If the pinion gear is rotated, when the piston rises it meshes with the upward pinion gear, and when the piston descends it meshes with the downward pinion gear, repeating vertical up and down movement.

[0018] However, the problem here is that although the pinion gear can receive and transfer when the piston finishes rising and then starts to fall, and when the piston finishes falling and then starts to rise, the inertia of the piston is large, and far exceeds the limit that a single tooth can withstand.

[0019] The correct thing to do is to slow down the speed when the piston goes up and down, and the sine curve that the piston traces is a perfectly normal thing, so the crankshaft and connecting rod remain, and the solution to prevent the piston from shaking is to attach two connecting rods to the piston and reverse the rotation of each connecting rod.

[0020] Two connecting rods are located parallel to the crankshaft's axis of rotation and at the same distance from the center of the piston circle. As the piston rises and falls, one connecting rod rotates to the right and the other rotates to the left, allowing the piston to move up and down without tilting.

[0021] At that time, one of the connecting rods moves to the right and the other to the left, and the piston remains horizontal, but since a force is applied in the rotational direction around the center of the piston circle, the connection between the piston and the connecting rod is a spheric joint.

[0022] There is a way to reverse the rotation of the connecting rod by using three bevel gears, but this takes up space. The space required is only about the width of two spur gears, and to fit three bevel gears in that space would require a very small size, making it unrealistic.

[0023] The spur gear size is made to match the crankshaft diameter, and seven spur gears of the same size are used to rotate the two connecting rods in opposite directions. It is also possible to use a three-axis configuration with three spur gears of the same size as the seven spur gears, and two spur gears with 10% more teeth than the previous three spur gears, but when narrowing the shape of the crankshaft side of the connecting rod and making the crankcase smaller, it becomes a little tight, so a five-axis seven-blade spur gear that matches the crankshaft diameter was selected.

[0024] Put the first spur gear on the crankshaft connected to the left connecting rod, then the second spur gear that meshes with the first, the third spur gear that meshes with the second spur gear and is in a position that does not contact the first, the fourth spur gear that is coaxial with the third, the fifth spur gear that meshes with the fourth and is in a position that does not contact the seventh, the sixth spur gear that meshes with the fifth and meshes with the seventh spur gear, and the seventh spur gear that meshes with the sixth spur gear and is put on the crankshaft connected to the right connecting rod.

[0025] With this configuration, the two connecting rods rotate in opposite directions. The crankshaft is cut in the middle between the two connecting rods to accommodate reverse rotation, but since the shaft is only supported on one side, the center of rotation of the crankshaft is hollowed out into a cylindrical shape, and the shaft is inserted into the space created, giving it the same function as the connecting rod metal and supporting the cut crankshaft.

[0026] This crankshaft structure can be easily made into an in-line multi-cylinder engine, but even if it is a V-type or horizontally opposed engine, the length will be the same as an in-line engine, so there is no point in using a horizontally opposed engine.However, if it is a V-type, the crankshaft can be made into a two-axis engine, and although the width will be larger, the length will be slightly shorter than a normal V-type. [Brief description of the drawings]

[0027] [Figure 1] FIG. 1 is a side view of an example of a four-stroke internal combustion engine according to the present invention, showing the operation of the valves and the operation of two connecting rods from the exhaust stroke to the compression stroke when the crankshaft is rotated by 20 degrees and the camshaft is rotated by 10 degrees.

Claims

1. A four-stroke internal combustion engine in which the center of the arc described by the intake and exhaust ports is the central point, the valve stem portion, which also describes the same arc, is placed inside the arc inside the intake and exhaust ports, and the valve operating trajectory is a rotational movement with the center of this arc as the central point.

2. A four-stroke internal combustion engine in which the center point of the valve's arc of rotation is located to the side of the cylinder block, lower toward the crankshaft than the top of the cylinder block, and a rocker arm connects the end of the valve stem in an arc to the center of rotation.A 4-stroke internal combustion engine in which a cam presses this rocker arm to operate the valve.

3. A four-stroke internal combustion engine in which the valve face has a straightening section formed by hollowing out half of the surface of the cylinder and the hemisphere toward the center of the cylinder, and the valve face has a cylinder that fits the arc of the port inside the intake port.When the intake flow is taken into the cylinder from the intake port, this straightening section straightens the intake flow in one direction, creating a unidirectional tumble flow inside the cylinder.

4. A four-stroke internal combustion engine has two connecting rods connected by a spheric joint, at the same distance from the central axis of each piston, on a center line that is parallel to the rotational axis of the crankshaft and passes through the central axis of the piston circle; as the piston rises and falls, one connecting rod rotates to the right and the other rotates to the left.

5. The first spur gear fits into the crankshaft connected to one of the connecting rods, with the second spur gear meshing with the first, the third spur gear meshing with the second spur gear but not touching the first, the fourth spur gear coaxial with the third, the fifth spur gear meshing with the fourth but not touching the seventh, the sixth spur gear meshing with the fifth and meshing with the seventh spur gear, and the seventh spur gear meshing with the sixth spur gear and fitting into the crankshaft connected to the other connecting rod. A four-stroke internal combustion engine with a crankshaft and two connecting rods that rotate in opposite directions, with a five-shaft configuration that uses seven spur gears with the same number of teeth.

6. A four-stroke internal combustion engine with a crankshaft having a three-shaft configuration using three spur gears with the same number of teeth as claim 5 and two spur gears with about 10% more teeth than the first three spur gears, where the first spur gear is fitted onto the crankshaft connected to one of the connecting rods, a second spur gear that meshes with the first, a third spur gear that meshes with the second but does not contact the first, a fourth spur gear that is coaxial with the third and rotates in the same direction as the third and has about 10% more teeth than the three spur gears, and a fifth spur gear that has the same number of teeth as the fourth and meshes with the fourth, and is fitted onto the crankshaft connected to the other connecting rod, causing the two connecting rods to rotate in opposite directions.

7. Although it cannot be used in combination with claim 3, since there are no structures above the combustion chamber other than the intake and exhaust ports, in addition to the central spark plug, spark plugs are placed between the intake ports, between the exhaust ports, and at two corners between the intake and exhaust ports, making this a four-stroke internal combustion engine with a total of five spark plugs per cylinder.

Images