Combustion engine connecting rod, combustion engine piston assembly, and combustion engine

Abstract

The present invention provides a connecting rod (10) for a combustion engine having an upper opening (10A) configured to associate with a piston (20) and a lower opening (10B) configured to coaxially couple with a crankpin (31), the connecting rod (10) being configured according to a first ratio (R1) and a second ratio (R2) established by the following equations: R1=(La / Lb), R2=(La / Lc), where "La" is the distance from the center of the upper opening (10A) to the center of the lower opening (10B), and "Lb" is the distance from the center of the upper opening (10A) to the center of the lower opening (10B) relative to an upper horizontal axis (Ha) passing through the center of the upper opening (10A). and "Lc" is the distance between the vertical axis (V) passing through the centers of the upper and lower openings (10A, 10B) and the vertical axis (Vcg) passing through the center of gravity (CG) of the connecting rod (10), wherein the first ratio (R1) has a value of 1.2-1.5, preferably 1.4-1.5, and the second ratio (R2) has a value of 14-70, preferably 17-56, enabling the connecting rod and piston assembly to be applied to any commercially available combustion engine to provide increased power, improved fuel efficiency, reduced friction inside the cylinder during operation, and reduced pollutant gas emissions.

Description

[Technical Field]

[0001] The present invention relates to connecting rod and piston assemblies, the construction and arrangement of which allows them to be applied to any commercially available combustion engine to provide increased power output, improved fuel efficiency, reduced friction inside the cylinder during operation, and reduced emissions of polluting gases. [Background technology]

[0002] The internal combustion engine was born around 1770, and in 1860, the first internal combustion engine for vehicles was developed by the Belgian inventor Étienne Lenoir. This invention remains with us to this day. However, its operating principle has not changed significantly. That is, the principle of burning an air-fuel mixture in a cylinder remains the same, generating pressure that moves a piston, which in turn rotates a crankshaft via a connecting rod, generating torque and performing mechanical work.

[0003] Thermodynamically, the compression ratio of an internal combustion engine directly affects the thermal efficiency of the engine. The higher the compression ratio, the higher the energy yield, the more uniform the mean effective pressure in the process of expanding the gases in the cylinder, and the greater the power and torque produced. A major challenge for combustion engine manufacturers today is how to increase the compression ratio without the detonation that occurs during the mixture compression step, as applied in the Otto cycle, or during air compression, as applied in the Diesel cycle.

[0004] Pre-detonation is associated with the rapid combustion of the mixture and occurs when the mixture ignites before the piston reaches its ideal point, usually designed to occur several degrees before the piston's top dead center (TDC). When detonation occurs, pressure builds up, which causes resonance within the combustion chamber, causing its structures to vibrate and emit a noise known as "knock."

[0005] During detonation, the rotational motion of the combustion engine is opposed by very high frequency pulses, which can cause premature wear between the fixed and moving parts of the combustion engine, reduced performance, increased fuel consumption, increased pollutant emissions, and, depending on the severity, can lead to serious damage to the combustion engine.

[0006] Essentially, detonation is the result of a high compression ratio, low octane fuel, advanced ignition timing, high temperature, and carbon buildup on the piston surface or in the cylinder head chamber.

[0007] The current state of the art for internal combustion engines presents attempts to increase the power / efficiency of engine operation, particularly by modifying the construction of the piston-connecting rod or even the connecting rod-piston-crank assembly.

[0008] For example, U.S. Patent No. 5,929,949 presents an embodiment of a connecting rod having a dome shape, the purpose of which is to utilize a type of crank without increasing the overall size of both the crank and the device, and the purpose of U.S. Patent No. 5,929,949 is to reduce the normal component of excess gas pressure on the piston with an increase in the useful tangential component that generates torque on the crankshaft.

[0009] Another example of the state of the art is US Pat. No. 5,629,663, which relates to a component (connecting rod) for energy saving in an internal combustion piston combustion engine, the purpose of which is to increase the torsional force moment of the crankshaft connecting rod, thereby achieving the objectives of increasing power output and saving fuel.

[0010] In another example of the state of the art, US Pat. No. 5,629,499 relates to an eccentric connecting rod and crank arrangement arranged to increase the power output of a combustion engine without modifying the engine structure by lengthening the crank arm when piston force is transmitted to the crank arrangement.

[0011] In another example of the state of the art, US Pat. No. 5,629,669 or US Pat. No. 5,629,669 disclose an internal combustion engine with a connecting rod characterized by an eccentric lower opening relative to the rod shaft, with the aim of reducing torque gain during piston descent and energy consumption during piston ascent.

[0012] In another example of the state of the art, US Pat. No. 6,299,499 discloses a combustion engine configuration in which the cylinder centerline is offset relative to the axis of rotation of the crankshaft, the purpose of which is to suppress premature detonation and increase combustion engine efficiency.

[0013] However, despite many attempts to improve efficiency, conventional combustion engines remain relatively inefficient due to several problems that exist in their design, application, and operation.

[0014] With respect to connecting rods in particular, the primary challenge lies in the fact that the forces resulting from the explosion in the combustion chamber are distributed across the piston assembly in an inefficient manner. For example, with a conventional connecting rod, at top dead center of the crankpin, the connecting rod shaft is positioned vertically and aligned on the crankpin and trunnion. This means that all of the force of the explosion is released onto the crankpin and trunnion, shortening the life of the assembly and increasing the risk of failure. Furthermore, with a conventional connecting rod, the onset of ignition in the combustion chamber (which occurs slightly before the crankpin reaches its maximum height point) tends to rotate the crankshaft in the opposite direction because the conventional connecting rod is positioned at an unfavorable angle at the onset of ignition.

[0015] Other problems have been observed with other connecting rods with eccentric lower openings, such as those found in U.S. Patent No. 5,529,499. For example, U.S. Patent No. 5,529,499 suggests that the connecting rod can be used in any combustion engine, but FIG. 3 shows that the illustrated ignition occurs only after the crankpin exceeds its maximum height point, which does not occur in conventional combustion engines; ignition occurs slightly before the crankpin reaches its maximum height point. Also, FIG. 3 of U.S. Patent No. 5,529,499 shows that the general shape of the connecting rod imposes undesirable proximity of the connecting rod shaft to the cylinder wall, resulting in a risk of collision. Additionally, U.S. Patent No. 5,529,499 suggests that eccentricity of the lower opening is desirable, but this is not necessarily true. Problems can arise from arbitrarily selected eccentricities, such as undesirable force distribution on the crankpin or trunnion, or an undesirable radius-length (R / L) factor.

[0016] In this sense, it is known that the radius-length or R / L factor must be respected in all combustion engine designs. Said R / L factor is the crankshaft half-stroke (or the radius measured between the center of the trunnion and the center of the crankshaft's crankpin) divided by the connecting rod's length (measured between its upper and lower bores). Such an R / L factor must be within the desired range for a particular vehicle so that the vibration, efficiency, and structural integrity of the combustion engine assembly are not compromised. However, in observed state-of-the-art combustion engines, especially those with modified connecting rods such as those in U.S. Pat. No. 5,499,499, the connecting rod exceeds the R / L factor and cannot be properly adjusted due to the dimensional limitations of the piston assembly itself. For example, the application of the connecting rods disclosed in U.S. Pat. No. 5,499,499, U.S. Pat. No. 5,699,499 and U.S. Pat. No. 5,699,499 to existing combustion engines results in an R / L ratio that exceeds the ideal limit, causing a loss of overall combustion engine power, shortening its service life, and risking assembly failure.

[0017] Additionally, conventionally used connecting rods in modern combustion engines are observed to generate positive energy due to the chemical combustion of the combustion engine and negative energy due to displacement at the shaft center. This can cause the bushing to shatter at the moment of explosion, resulting in energy loss due to the center being aligned at the 0° position of the shaft center. Even in combustion engines with misaligned trunnion centers, as seen in U.S. Pat. Nos. 5,629,599, 5,729,543, 5,729,553, and 5,729,562, there is no teaching regarding the ideal connecting rod structure to achieve the intended benefits proposed by each. The prior literature reviewed cites a general concept of connecting rod misalignment, and its application is hampered by the lack of clear, objective information regarding its structure.

[0018] Another problem observed in the current state of the art is high vibration during combustion engine operation. Much of the vibration within a piston-cylinder is caused by lateral forces acting on the cylinder wall, induced by the piston. These forces primarily arise during piston rise, compression, and / or exhaust, due to unfavorable angles of the ascending connecting rod. Combustion engines with conventional connecting rods significantly exhibit this problem, and combustion engines with arbitrarily selected eccentric lower-opening connecting rods may even exacerbate the problem, considering that the current state of the art lacks sufficient parameters for determining the ideal connecting rod geometry for this purpose and that an undesirable R / L factor can lead to increased friction. U.S. Patent No. 5,629,499 proposes eccentricity of the crankshaft rotation relative to the piston line to reduce vibration and so-called "pin knock," but applying the teachings of U.S. Patent No. 5,629,499 necessarily implies changes to the structure of the combustion engine itself, which is generally undesirable.

[0019] Furthermore, another problem observed in the state of the art is the low efficiency of gas compression and evacuation in known combustion engines, caused by the inadequate construction of the connecting rod and piston assemblies. The high rotational speeds achieved by current combustion engines mean that very little time is available for compressing the air-fuel mixture during the compression stage. This means that rushing the compression of the air-fuel mixture prevents the mixture from being properly completed, which impairs combustion efficiency, results in a loss of power, and requires more fuel to be injected to compensate. This problem is found in both conventional combustion engines and combustion engines with different connecting rod configurations, as the state of the art does not suggest a solution to this problem.

[0020] The above-mentioned problems reduce the efficiency of current internal combustion engines in several ways, including torque and power output, fuel consumption, friction inside the cylinder during operation, and pollutant emissions. [Prior art documents] [Patent documents]

[0021] [Patent Document 1] Russian Patent Registration No. 2442912 [Patent Document 2] China Utility Model Registration No. 2373616 [Patent Document 3] Korean Patent Publication No. 20030033528 [Patent Document 4] International Publication No. 2009 / 100586 [Patent Document 5] U.S. Patent No. 6,460,505 [Patent Document 6] U.S. Patent No. 4,945,866 Summary of the Invention [Problem to be solved by the invention]

[0022] A first object of the present invention is to provide a connecting rod and piston assembly for a combustion engine which allows for at least six positive energy utilization throughout the rotation of the crankshaft.

[0023] A second object of the present invention is to provide a connecting rod and piston assembly for a combustion engine that can be adapted to existing combustion engines without the need to modify the characteristics of the combustion engine itself.

[0024] A third object of the present invention is to provide a connecting rod and piston assembly for a combustion engine that allows for a preferred direction of forces resulting from an explosion within the cylinder to avoid crushing the lower bearing of the connecting rod.

[0025] A fourth object of the present invention is to provide a connecting rod and piston assembly for a combustion engine which allows for greater utilization of torque during crankpin descent and a reduction in the load required to raise the crankpin.

[0026] A fifth object of the present invention is to provide a connecting rod and piston assembly for a combustion engine which allows for proper weight distribution of the connecting rod at all stages of crankshaft rotation, favoring torque during piston downstroke and compression during piston upstroke.

[0027] A sixth object of the present invention is to provide a connecting rod and piston assembly for a combustion engine in which the force distribution at each stage of crankshaft rotation favors torque during piston downstroke and reduces compression forces during piston upstroke.

[0028] A seventh object of the present invention is to provide a connecting rod and piston assembly for a combustion engine which is capable of damping vibrations occurring within the cylinder, thereby increasing the overall life of the assembly.

[0029] An eighth object of the present invention is to provide a connecting rod and piston assembly for a combustion engine in which the connecting rod is subjected to lower stresses compared to conventional connecting rods.

[0030] A ninth object of the present invention is to provide a combustion engine comprising the above-mentioned connecting rod and / or piston assembly, in any of its possible embodiments, individually or in combination. [Means for solving the problem]

[0031] The present invention relates to a combustion machine connecting rod having an upper opening configured to associate with a piston and a lower opening configured to be coaxially coupled to a crankpin, the connecting rod configured according to a first ratio R1 and a second ratio R2 established by the following equations: R1=La / Lb; R2=La / Lc; Here, "La" is the distance between the center of the upper opening and the center of the lower opening, "Lb" is the distance between the upper horizontal axis passing through the center of the upper opening and the horizontal axis of the center of gravity, "Lc" is the distance between the vertical axis passing through the centers of the upper opening and the lower opening and the vertical axis passing through the center of gravity of the connecting rod, the first ratio R1 has a value of 1.2-1.5, preferably 1.4-1.5, and the second ratio R2 has a value of 14-70, preferably 17-56.

[0032] In a possible embodiment, the connecting rod comprises a rod having a side aligned with the center of its lower opening.

[0033] In another possible embodiment, the center of the connecting rod is located at a predetermined distance from the center of the lower opening.

[0034] In other possible embodiments, the distance is 0.1-20 mm, or optionally 1-15 mm, or further optionally 2-8 mm.

[0035] In other possible embodiments, the distance is 0.1-100 mm, or optionally 1-80 mm, or optionally 10-60 mm.

[0036] In other possible embodiments, the distance is 0.1-600 mm, or optionally 10-500 mm, or further optionally 100-400 mm.

[0037] In another possible embodiment, the connecting rod comprises an angle measured between a line passing through the center of the upper opening and the center of the lower opening and an axis aligned with the side of the connecting rod shaft.

[0038] In other possible embodiments, the angle is 0.1-10°, optionally 2-8°, or optionally 3-7°.

[0039] In another possible embodiment, the ratio of the stroke radius of the crankshaft to the length of the connecting rod is 0.29-0.31.

[0040] In another possible embodiment, the lower opening is defined by the association of the lower part of the connecting rod with the cover, the interface between the lower part and the cover forming an angle with respect to the horizontal axis.

[0041] In other contemplated embodiments, the angle is 0.1-45°, optionally 5-45°, or optionally 10-42°.

[0042] In another possible embodiment, the connecting rod comprises a chamfer at its lower part, positioned adjacent to the rod, with a bend positioned between the chamfer and the rod, the chamfer and the bend forming an oil drag region.

[0043] In another possible embodiment, the connecting rod is positioned so that it is aligned perpendicular to the central axis of the piston when the crankpin is positioned just before its top dead center, so that the force acting on the rod is released onto the tranny line, with the side aligned with the lower axis of the crankshaft ensuring that part of the force is released onto the center of the crankpin, preventing the crankshaft from rotating in the opposite direction of ideal rotation.

[0044] In another possible embodiment, the side of the rod remains aligned with the axis of the crankpin, while the center of gravity of the rod is already advanced relative to the center of the trunnion, favoring crankshaft rotation and reducing energy loss from the lower compressive force acting on the crankpin.

[0045] In another possible embodiment, the side with the lower opening of the connecting rod allows the rod to be angled at an angle relative to the top dead center of the crankpin, allowing the explosive force to be transmitted by the rod at an angle and resolved into a vertical component that is absorbed linearly at the center of the crankpin and trunnion, and a horizontal component that generates a positive moment favorable to the rotation of the crankshaft.

[0046] In another possible embodiment, a larger distance between the centerline of the rod and the center of the trunnion is advantageous for the torque available when lowering the piston.

[0047] In another possible embodiment, the arrangement of the side aligned with the center of the lower opening allows the weight of the lower part of the connecting rod to be located mainly on one side, which favors the rotation of the crankshaft when the crankpin is at 175-195°, and therefore allows the weight of the lower bearing of the connecting rod itself to favor the return rotation of the crankpin.

[0048] In another possible embodiment, the crankpin can be lowered while the crankshaft is raised, allowing the connecting rod to remain closer to the journal, resulting in a smaller torque arm for the crankpin to return, reducing the force required for compression in the cylinder and reducing the rotating weight of the crankshaft.

[0049] In another possible scenario, the angle created by the alignment of the side of the rod with the lower opening causes a slight height offset, meaning a pause of just a few seconds, in the piston's displacement as it approaches its point of maximum compression toward the top dead center of the crankpin. This allows for an extended compression time, resulting in maximum energy extraction per fuel molecule, thereby reducing the amount of fuel required to achieve the same power output.

[0050] In another possible embodiment, the connecting rod is decentralized so that its side is aligned with the lower opening, reducing the rod's angle during the compression or exhaust stroke, thereby reducing the lateral force acting on the cylinder as the rod rises, thereby reducing friction between the piston and cylinder during the compression phase.

[0051] The present invention also relates to a piston assembly comprising a piston, a cylinder accommodating the piston, a crankshaft with a trunnion and a crankpin, and a connecting rod, the connecting rod being as described above in any possible embodiment.

[0052] The invention also relates, in any of its possible embodiments, to a combustion engine comprising a piston assembly such as previously described. [Brief explanation of the drawings]

[0053] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below based on the embodiments shown in the drawings. [Figure 1] FIG. 1 is a front view of a connecting rod according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a front view of the connecting rod of the present invention in a first embodiment in relation to a crankshaft and piston. [Figure 3] FIG. 3 is a perspective view of a connecting rod of the present invention in a first embodiment in relation to a crankshaft and a piston. [Figure 4A] FIG. 4A is a graph of the path taken by the center of gravity of a connecting rod of the present invention in a first embodiment, illustrating horizontal displacement (x in mm) by vertical displacement (y in mm). [Figure 4B] FIG. 4B is a detail of FIG. 4A. [Figure 5A] FIG. 5A is a graph of crankshaft rotation (°) per torque (Nm) calculated at the crankshaft joint for a rotation of 3000 RPM when the connecting rod of the present invention is applied to the first embodiment. [Figure 5B] FIG. 5B is a detail of FIG. 5A. [Figure 6A] FIG. 6A is a graph of crankshaft rotation (°) with torque (in Nm) calculated at the crankshaft coupling for a rotation of 6000 RPM when applying the connecting rod of the present invention in its first embodiment. [Figure 6B] FIG. 6B is a detail of FIG. 6A. [Figure 7A] FIG. 7A is a graph of connecting rod angle (°) against torque (in Nm) calculated at the crankshaft joint for a rotation of 6000 RPM when applying the connecting rod of the present invention in its first embodiment. [Figure 7B] FIG. 7B is a detail of FIG. 7A. [Figure 8] FIG. 8 is a first front view of the connecting rod of the present invention in the second embodiment. [Figure 9] FIG. 9 is a second front view of the connecting rod of the present invention in a second configuration. [Figure 10] FIG. 10 is a third front view of the connecting rod of the present invention in the second embodiment. [Figure 11] FIG. 11 is a front view of the piston assembly of the present invention in the second embodiment and in a position near top dead center of the crankshaft crank pin, illustrating the onset of explosion in the combustion chamber. [Figure 12] FIG. 12 is a front view of a second embodiment and piston assembly of the present invention at the top dead center position of the crank pin of the crankshaft, illustrating the continuation of the explosion in the chamber and showing a schematic diagram of the force distribution within the connecting rod body. [Figure 13] FIG. 13 is a front view of the piston assembly of the present invention in a second configuration, approximately one-quarter of a turn of the crankshaft. [Figure 14] FIG. 14 is a front view of the piston assembly in the second embodiment at a position approximately 195° in rotation of the crankshaft. [Figure 15] FIG. 15 is a front view of the piston assembly of the present invention in a second embodiment, at approximately three-quarters of a crankshaft rotation position. [Figure 16]FIG. 16 is a schematic diagram of a connecting rod of the present invention in a second embodiment at four possible points of crankshaft rotation, illustrating general points of positive energy gain. [Figure 17] FIG. 17 is a graph of horizontal force versus crankshaft angle from tests conducted on an original combustion engine and a combustion engine with a connecting rod modified, in accordance with a second embodiment and piston assembly of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0054] First, it should be noted that the term "preferentially" as used herein is intended to characterize a particular efficient embodiment of the present invention among multiple possibilities, and should not be considered synonymous with "required" or "essential." Additionally, the representation of dimensions or angles in the presented figures may be illustrated out of scale for a better understanding of the operation of the present invention.

[0055] Additionally, all positioning and orientation references provided herein should take into account the object itself and the perspective from which it is viewed. For example, Figures 1-10 disclose the connecting rod and / or connecting rod assembly of the present invention in a preferred embodiment in a front view, and the terms "right," "left," "up," and "down," "horizontal," and "vertical," among others, should be understood relative to the connecting rod itself as viewed in the depicted view.

[0056] 1 discloses a first embodiment of the presently proposed connecting rod 10, which, as can be seen more clearly in FIGS. 2 and 3, includes an upper opening 10A configured to associate with a piston 20 and a lower opening 10B configured to coaxially couple to a crank pin 31 of a crankshaft 30. The connecting rod 10 has a length La measured from the center of the upper opening 10A to the center of the lower opening 10B.

[0057] 1 illustrates an imaginary vertical axis V passing through the centers of both the upper opening 10A and the lower opening 10B. Also illustrated are an upper imaginary horizontal axis Ha passing through the center of the upper opening 10A and a lower imaginary horizontal axis Hb passing through the center of the lower opening 10b. A length La is established by taking the distance between the imaginary horizontal axes Ha and Hb, i.e., La represents the vertical distance between the upper opening 10A and the lower opening 10B of the connecting rod 10.

[0058] 1 shows the center of gravity (CG) of the connecting rod 10. To improve understanding of the present invention, an imaginary vertical axis Vcg and a horizontal axis Hcg are drawn passing through the center of gravity CG of the connecting rod 10. A distance Lb is represented as the distance between the upper imaginary horizontal axis Ha and the horizontal axis Hcg of the center of gravity, and a distance Lc is represented as the distance between the vertical axis V and the vertical axis Vcg of the center of gravity.

[0059] To facilitate a better understanding of the present invention, Table 1 shows the positioning of the center of gravity CG of the first and second exemplary shapes of the connecting rod 10 of the present invention in its first embodiment (Example 1 and Example 2), with the center of the upper opening 10A and the rod of the connecting rod 10 aligned with the vertical axis V as reference. The coordinate system shown in Table 1 below should be understood with the "X" axis as the horizontal axis and the "Y" axis as the vertical axis, with the center of the upper opening being the origin (0.0) of the system. For comparison purposes, data related to a conventional, state-of-the-art connecting rod is also presented.

[0060] [Table 1]

[0061] The connecting rods 10 shown as Example 1 and Example 2 in Table 1 above are possible forms of embodiments of the present invention among multiple possible forms, and the present invention is not limited to these specific parameters listed above, as will be made clearer below.

[0062] It is observed that the connecting rod 10 of the present invention, in its various possible embodiments, has a shifted center of gravity compared to connecting rods of the state of the art. Through tests performed on the present invention, it has been observed that the location of the center of gravity of the connecting rod has a significant effect on the average torque generated by a combustion engine. This positive and unexpected technical effect has been found to result from a change in the moment of peak torque generation due to inertial forces, which is a function of the positioning of the center of gravity of the connecting rod. This effect of instantaneously changing peak torque, combined with the effect of pressure generated in the combustion chamber during the explosion-expansion cycle, contributes to an increase in the average torque generated by the internal combustion engine.

[0063] It has also been observed that the effect of changing the peak torque instant can be manipulated to both delay and advance the peak torque instant. In the example of FIG. 1 and Examples 1 and 2 of Table 1, for example, the positioning of the center of gravity CG of the connecting rod 10 of the present invention promotes the delay of the occurrence of peak torque. On the other hand, if the center of gravity CG of the connecting rod 10 is shifted in the opposite direction (the other side of the horizontal axis X, in this case, the coordinate X is a positive value) compared to Examples 1 and 2, the peak torque can be advanced.

[0064] This allows for yet another advantageous and unexpected effect of the present invention, namely its flexibility of application in different types of combustion engines. It will be appreciated that the choice of retarding or advancing peak torque will depend on the type of combustion engine used. In this case, the state of the art does not foresee a solution for the enhancement of combustion engines that, unlike the present invention, prefer, for example, peak torque advancement.

[0065] It has also been found that the connecting rod 10 of the present invention can be configured to achieve an optimally positioned center of gravity to obtain an average torque gain by dimensional ratio. Such ratios include (i) a first ratio "R1" between the distance La measured between the center of the upper opening 10A and the center of the lower opening 10B and the distance Lb measured between the center of the upper opening 10A and the center of gravity CG, and (ii) a second ratio "R2" between the distance La measured between the center of the upper opening 10A and the center of the lower opening 10B and the distance Lc measured between an imaginary vertical axis V passing through the center of gravity CG and a vertical axis Vcg. The ratios "R1" and "R2" are expressed in the following equations:

[0066]

number

[0067] Tests were conducted to determine the optimally applicable "R1" and "R2" ratios to obtain Lb and Lc values ​​for connecting rods with structures suitable for their intended purposes in different types of combustion engines. For comparative purposes, tests were conducted using connecting rods from Examples 1 and 2 in Table 1 above, as well as the prior art connecting rods also listed in Table 1. The current state-of-the-art connecting rods used in the tests were those that were part of a 2017 / 2019 Nissan Kicks 1.6 HR16 model vehicle. Tests were conducted (i) using the prior art connecting rod, (ii) using the connecting rod 10 of Example 1, (iii) using the connecting rod 10 of Example 2, and (iv) by horizontally inverting the connecting rod 10 of Example 1 (flipping the "Y" value in Table 1). Tests were conducted using simulations at 3000 and 6000 RPM in the software "SIEMENS Simcenter 3D Motion."

[0068] 4A and 4B disclose graphs of the displacement of the center of gravity of the tested connecting rods on the X and Y axes. The figures show the results for a state-of-the-art connecting rod "ET," a connecting rod 10 of Example 1 "Ex1," a connecting rod 10 of Example 2 "Ex2," and an inverted connecting rod 10 of Example 1 "Ex1v." It will be appreciated that the graphs of FIGS. 4A and 4B remain unchanged for both rotations tested.

[0069] Figures 5A, 5B, 6A and 6B disclose graphs of the rotation of the crankshaft (°) with the torque (Nm) acting on the crankshaft for rotations of 3000 and 6000 RPM. Tables 2, 3, 4 and 5 below show the maximum and minimum values ​​for the different rotation intervals and for each connecting rod tested.

[0070] [Table 2]

[0071] [Table 3]

[0072] [Table 4]

[0073] [Table 5]

[0074] In addition to the information in Tables 2-5 above, Figures 7A and 7B are also provided, showing graphs of connecting rod angle (°) against torque (Nm) acting on the crankshaft for each connecting rod tested.

[0075] The results recited herein demonstrate that the use of the connecting rod of the present invention changes the angle of peak torque in a combustion engine, delaying or advancing this peak torque relative to that seen in state-of-the-art connecting rod applications, resulting in an average torque gain acting on the crankshaft with the use of the connecting rod of the present invention compared to state-of-the-art connecting rods.

[0076] From these and other tests carried out, it has been determined that the optimally applicable ratios for obtaining the advantages proposed by the connecting rod of the present invention are as follows: the R1 ratio has a value of 1.2-1.5, preferably 1.4-1.5, and the R2 ratio has a value of 14-70, preferably 17-56. It is further evident that this ratio may vary depending, for example, on the lower bearing of the connecting rod or on the concentration of weight on one side of the connecting rod. In each case, it will be understood that the preferred ratios represent a particular efficiency range of the present invention, but are not limited to its application.

[0077] It will be understood that these ratios "R1" and "R2" can be applied in obtaining a connecting rod 10 having a peak torque retarding effect and a peak torque advancing effect, and the results of the calculations are considered absolute values.

[0078] It will be appreciated that the above-described optimized ratios can be used to determine the positioning of the center of gravity within the connecting rod 10 as proposed by the present invention. The configuration of the CG center of gravity as proposed herein can be implemented in various ways. For example, the CG can be positioned by tilting the connecting rod 10, as in the connecting rod 10 shown in Figures 1-3. Alternatively or additionally, the connecting rod 10 can be configured with a mass distribution aimed at a specific positioning of its center of gravity. This specific mass distribution can be obtained in different ways, for example, by adding elements that increase the mass of the connecting rod 10 in specific areas, or by using different materials with different densities to construct different parts of the connecting rod 10 in order to shift the center of gravity. It will be appreciated that by knowing the values ​​of the ratios R1 and R2 as described above, it is possible to obtain a connecting rod 10 having a center of gravity CG that achieves the objectives proposed herein.

[0079] The present invention also contemplates a second connecting rod 10 embodiment for applications in combustion engines, characterized by an upper opening 10A configured to associate with a piston 20 and a lower opening 10B configured to coaxially couple with a crank pin 31 of a crankshaft 30, as best seen in Figures 8, 9, and 10. The referenced upper and lower openings 10A and 10B are commonly referred to as the connecting rod "bearing," and the piston 20 is commonly referred to as the piston "head." The upper opening 10A is associated with the piston 20, preferably via a pin.

[0080] The connecting rod 10 in the second embodiment, as best seen in FIG. 8, comprises a rod 11 with a side surface 11' aligned with the center of its lower opening 10B. The term "centered" should be understood by considering an imaginary axis E aligned with the side surface 11' of the rod 11 of the connecting rod 10 in a front view such as FIG. 8, with the imaginary axis E passing through the center of the lower opening 10B. This feature of the connecting rod 10 enables a number of advantageous and unexpected benefits to the operation of a combustion engine, particularly related to force distribution, weight distribution during crankshaft rotation, and reduced piston assembly vibration, as will be seen. The connecting rod also includes a first side surface 11" and an opposite second side surface 11". In FIGS. 8-16, which show the front views, the first side surface 11' is the right side surface of the connecting rod, and the second side surface 11" is the left side surface of the connecting rod.

[0081] Preferably, the center of the rod 11 of the connecting rod 10 in the second embodiment is located a distance D from its lower opening 10B or from the center of the crank pin 31. Distance D is measured between axis E and the central axis of the rod 11, represented by imaginary axis F in FIG. 8. It will be understood that the value of distance D varies according to the design of the combustion engine to which the connecting rod 10 and its piston assembly are applied and can take different values ​​depending on the type of combustion engine. For example, for a light commercial vehicle combustion engine, distance D can vary between 0.1-20 mm, or optionally 1-15 mm, or further optionally 2-8 mm. For medium-sized vehicles, such as those used for heavy equipment, distance D can vary between 0.1-100 mm, or optionally 1-80 mm, or optionally 10-60 mm. For large combustion engines, such as those in large vehicles such as ships, the distance D may vary between 0.1-600 mm, or optionally 10-500 mm, or optionally 100-400 mm.

[0082] Additionally, the aforementioned connecting rod 10 in the second embodiment comprises an angle C measured between a line passing through the center of the upper opening 10A and the center of the lower opening 10B (represented by imaginary line G in FIG. 10) and a vertical axis, such as axis E or F. It will be understood that the value of angle C will vary according to the design of the combustion engine to which the connecting rod 10 and its piston assembly are applied, and can take on various values ​​depending on the type of combustion engine, ranging from 0.1-10°, optionally 2-8°, or optionally 3-7°.

[0083] In a preferred, but not required manner, the lower opening 10B is defined by the joining of the lower portion 12 of the connecting rod 10 with the cap 13, with the interface 14 between the lower portion 12 and the cap 13 forming an acute angle A with a horizontal axis measured from the center of the connecting rod 10, represented in FIG. 8 by imaginary horizontal axis I. This interface 14 is formed by the junction of the end face of the lower portion 12 with the cap 13, and the purpose of angle A is to allow for proper distribution of forces acting on the connecting rod 10. It will be understood that the value of angle A will vary according to the design of the combustion engine to which the connecting rod 10 and its piston assembly will be applied, and can take different values ​​depending on the type of combustion engine. In contemplated embodiments, angle A can vary between 0.1-45°, optionally 5-45°, or optionally 10-42°.

[0084] As has already become apparent, the R / L ratio between the stroke or radius R of the crankshaft (as illustrated in FIG. 12) and the length L of the connecting rod (as illustrated in FIG. 8) is an important relationship for the correct functioning of any combustion engine. Therefore, desirably, the ratio between the stroke radius R of the crankshaft and the length L of the rod 11 of the connecting rod 10 in its second embodiment is between 0.24 and 0.35, and optionally between 0.29 and 0.31. The radius R should be understood as the measurement between the center of the trunnion 30 and the center of the crankpin 31, and the length L of the rod 11 should be understood as the measurement between the centers of its upper and lower openings 10A and 10B, drawn parallel to the body of the rod 11.

[0085] It should be noted that the alignment characteristics of side 11' with the center of lower opening 10B of connecting rod 10 through distance D directly relate to the R / L ratio referenced herein. It will be appreciated that through the alignment of side 11' with the center of lower opening 10B of connecting rod 10 through distance D, connecting rod 10 of the present invention can be used to replace a conventional combustion engine-related connecting rod for purposes of adjusting the R / L factor of a piston assembly in order to advantageously increase the efficiency of the combustion engine without changing other characteristics.

[0086] It is also important to note that the alignment of the side surface 11' with the center of the lower opening 10B of the connecting rod 10 not only ensures this adjustment of the R / L factor, but also ensures the achievement of a compact connecting rod that can be replaced in conventional combustion engines without the risk of collision with the piston-cylinder wall, in contrast to what is observed in the state of the art.

[0087] In a preferred embodiment, the connecting rod 10 has a chamfered portion H1 at its lower portion 12, which is located adjacent to the rod 11, and a curved portion H2 is located between the chamfered portion H1 and the rod 11. The chamfered portion H1 and the curved portion H2 form an area that is favorable for oil drag during crankshaft rotation.

[0088] By using the second embodiment connecting rod 10 and the piston assembly of the present invention, it is possible to obtain or utilize at least six positive mechanical energies during crankshaft rotation, energies not available with prior art piston assemblies. Such energy obtainment is described in more detail below.

[0089] 11-15 illustrate the operation of the connecting rod 10 of the present invention in its second embodiment, applied to the proposed piston assembly in a preferred configuration. The radius of rotation of the pin 31 is generally represented by the dashed line R1. It will be understood that application of the connecting rod or piston assembly of the present invention to a combustion engine requiring a different piston assembly than that shown in the figures (e.g., with the piston-cylinder at an angle) does not change the method of application. To configure the connecting rod and piston assembly proposed herein, it is sufficient to consider the effective centerline or direction of operation of the piston. This arrangement of the connecting rod 10 and piston assembly provides advantageous and unexpected benefits to the combustion engine with regard to combustion timing, positioning of the connecting rod 10 at the moment of combustion, force distribution, and assembly friction, as will be seen in more detail below.

[0090] In FIG. 11, the position of the pin 31 is shown slightly before its top dead center PMSm, with the rod 11 aligned vertically, i.e., parallel to the centerline F of the piston 20. Note that in the position shown in FIG. 4, the piston 20 is positioned substantially close to the minimum volume point of the cylinder 100, i.e., at the end of compression. However, the positioning of the connecting rod 10 with its side surface 11' aligned with the center of the lower opening 10B allows the rod 11 to reach its vertical position before the top dead center PMSm of the crank pin. For a better understanding of the present invention, the term "top dead center" should be understood as the maximum upper position of the corresponding element when considering the rotation of the crankshaft.

[0091] In this sense, as the piston 20 approaches its maximum compression point, as seen in FIG. 11, ignition of the compressed air-fuel mixture in the chamber begins, resulting in an initial explosive force F E1 that is released onto the crankpin rod 11. In combustion engines with a connecting rod of the current state of the art, the connecting rod shaft is inclined to the right of the piston axis F when the crankpin is in the position shown in FIG. 11. This means that when the F E1 force acts on a current state of the art connecting rod, it pushes the connecting rod backward, tending to rotate the crankshaft in the opposite direction. In contrast, the connecting rod 10 of the present invention is aligned perpendicular to the F axis of the piston 20 when the crankpin 31 is positioned just before top dead center (TDC), so that the force acting on the rod 11 is released along the line of the trunnion 30. In addition, the side 11' position aligned with the crankshaft's lower axis 10B ensures that a portion of the force F E1 is released at the center of the crankpin 31, thus mitigating any possible force that may tend to rotate the crankshaft in the opposite direction of ideal rotation. The connecting rod 10 of the present invention thereby ensures that the first positive force 1 is achieved.

[0092] 12 discloses the piston assembly of the present invention, in its preferred embodiment, illustratively representing the crank pin 31 at its top dead center (TDC) moment after the onset of explosion in the cylinder 100 of a combustion engine. A second positive energy obtained by use of the present invention is observed at the onset of explosion, where the side 11' of the rod 11 remains aligned with the axis of the pin 31, but the center of gravity of the rod 11 has already advanced relative to the center of the trunnion, favoring crankshaft rotation and reducing energy losses resulting from the lower compressive force acting on the pin 31.

[0093] 12, it will be seen that the alignment of side 11' with lower opening 10B of connecting rod 10 causes rod 11 to be angled at angle C to top dead center PMSm of the crankpin. It will be understood that angle C in FIG. 12 corresponds to angle C shown in FIG. 10. Depending on the angle C of rod 11, the explosive force F e is transmitted by rod 11 at an angle and resolved into a vertical component F e which is linearly absorbed at the center of pin 31 and trunnion 30, and a horizontal component F e which generates a positive moment favorable to rotation of the crankshaft, constituting the second positive energy obtained by use of the present invention.

[0094] It should be noted that current conventional combustion engines cannot allow for the generation of positive momentum from the onset of an explosion because their connecting rods are aligned perpendicular to the piston during the explosion in the chamber. This means that normal forces acting directly on the crankshaft are completely lost and substantially increased on the trunnion and crankpin. In contrast, the connecting rod and piston assembly of the present invention in its second embodiment allows the rod 11 to be positioned at an angle during explosion, with its side surface 11' aligned with the lower opening 10B. This not only generates a positive moment favoring the rotation of the crankpin 31, but also reduces the forces acting on the center of the trunnion 30 and crankpin 31. In addition, this arrangement ensures that no opposing forces against crankshaft rotation occur, since the angle created at this position by the alignment between the side surface 11' and the crankpin 31 makes this virtually impossible.

[0095] In addition, due to the angled interface 14 of the lower portion of the connecting rod 10 in the second embodiment, the force components reaching the lower portion of the connecting rod 10 are properly absorbed in the normal direction of the interface 14, preventing damage to the connecting rod 10.

[0096] 13 shows the condition approximately one-quarter of a full crankshaft rotation. It will be observed that the proposed connecting rod 10 and piston assembly configuration allows the force lever applied at this moment of rotation to be greater than that observed in conventional, state-of-the-art combustion engines, since the greater distance between the centerline of the rod 11 and the center of the trunnion 30 favors the torque available during piston descent and constitutes a third positive energy available with the proposed connecting rod 10 and piston assembly. It will be seen that the angle A1 measured between the centerline of the piston 20 and the centerline of the rod 11 at one-quarter of a crankshaft rotation using the connecting rod 10 and piston assembly of the present invention is greater than the similar angle measured in a conventional, state-of-the-art combustion engine at the same rotation, thus demonstrating the presence of a larger torque arm provided by the present invention, and thus the third positive energy available with the present invention.

[0097] FIG. 14 shows the crankpin 31 at approximately 195°. This state represents the moment when the crankshaft rotates and returns the piston 20 for compression or exhaust, depending on the stage of the combustion cycle. In either case, due to the extra moment generated by the third energy, it can be observed that the movement of the rod 11 generates torque from 175° to approximately 195° of its rotation, as opposed to the conventional 180°, thus generating approximately 20° more torque than a conventional connecting rod and piston assembly. In addition, the arrangement of the side surface 11′ aligned with the center of the lower opening 10B allows the weight of the lower part (lower bearing) of the connecting rod 10 to be positioned on the side favorable for crankshaft rotation (to the right of the centerline F of the piston 20 in the case of FIG. 14) when the crankpin is at 180°, thereby allowing the weight of the lower bearing 17 of the connecting rod 10 to favor the return rotation of the crankpin 31. Therefore, these aspects constitute the fourth positive energy provided by the present invention.

[0098] FIG. 15 represents a crankshaft approximately three-quarters of the way through its rotation. Note that during crankshaft ascent, as opposed to descent of crankpin 31, rod 11 of connecting rod 10 remains close to trunnion 30, resulting in a smaller torque arm during crankpin 31 return. This reduces the force required for compression within cylinder 100, lightening the rotating weight of the crankshaft and thus establishing the fifth positive energy. It should be appreciated that angle A2 measured between the centerline of piston 20 and the centerline of rod 11 during the three-quarters crankshaft return using connecting rod 10 and the piston assembly of the present invention is smaller than the similar angle measured in a conventional state-of-the-art combustion engine during the same crankshaft return, thus demonstrating the smaller torque arm provided by the present invention and, therefore, the achievement of the fifth positive energy discussed above.

[0099] It is also important to note that by distributing the rod 11 of the connecting rod 11 with its side surface 11' aligned with the lower opening 10B and reducing the working angle A2 of the rod 11 during the compression or exhaust stroke, friction between the piston 20 and the cylinder 100 during the compression phase is significantly reduced. This is due to the reduced lateral force acting on the cylinder 100 as the rod 11 rises, which proves to be an advantageous and unexpected effect of the connecting rod 10 and the piston assembly proposed herein.

[0100] 11 and 12, Fig. 11 represents the position of pin 31 aft of Fig. 15 as piston 20 approaches its maximum compression point. As seen in Fig. 12, as pin 31 transitions to top dead center, piston 20 described above has a very small, practically imperceptible height and actually exhibits a short pause of substantially short duration (e.g., a fraction of a second) due to the angulation created by the alignment of side 11' of rod 11 with lower opening 10B. This extends the compression time, allowing for maximum energy extraction per fuel molecule, thus reducing the amount of fuel required to achieve the same power output, establishing the sixth positive energy of the present invention.

[0101] It therefore becomes clear that the connecting rod in its second embodiment and the piston set proposed here are capable of constituting six positive energies that are realized during the rotation of the crankshaft.

[0102] FIG. 16 shows an exemplary depiction of four positions of the connecting rod 10 during rotation of the crankshaft, generally indicating the pivot points at which each of the six energies is affected as follows: (1) A first positive mechanical energy obtained near the top dead center of the crankpin 31 due to the vertical positioning of the connecting rod 10 relative to the piston 20, which is constituted by the alignment of the side surface 11' with the lower opening 10B, and which allows the initial force of the explosion FE1 to be directed towards the center of the crankpin 31 and trunnion 30, avoiding the effect of "pin knocking" and the tendency of the crankshaft to rotate in the opposite direction. (2) A second positive mechanical energy at a point above the crank pin 31, which, at the moment after the explosion in the chamber, due to the angle of the rod 11 of the connecting rod 10, favors the decomposition of the explosive force of the crankshaft rotation. (3) A third mechanical energy obtained by the greater arm or angle of the rod 11 relative to the line of the piston 20, which is favorable to the torque of the explosion and the rotation of the crankshaft. (4) The fourth positive mechanical energy is obtained when the crankshaft rotates. Torque is generated up to 195° of rotation, and the weight of bearing 17 is greater in the direction of rotation of the crankshaft, making rotation favorable. (5) A fifth positive mechanical energy obtained during the rise or return of the crankshaft rotation, where the arm or angle of the rod 11 relative to the piston line is smaller, reducing the force required for compression and reducing the weight of the shaft rotation. (6) A sixth positive mechanical energy obtained by the piston stopping slightly near its maximum height, which allows for full compression of the fuel and maximum extraction of energy from the fuel.

[0103] It should be noted that although point 6 of the sixth energy depicted in FIG. 16 is shown close to point 1 of the first energy, the action of the sixth energy begins simultaneously with point 1 of the first energy and extends to point 2 of the second energy, as understood from the description of the sixth energy presented above.

[0104] Additionally, the connecting rod and piston assembly proposed herein in its second embodiment can be used in any internal combustion engine, external combustion engine, gasoline or ethanol vehicle, hybrid or non-hybrid vehicle, such as agricultural tractors, heavy machinery, construction machinery, generators, marine inboard combustion engines, jet skis, compressed air combustion engines, chainsaws, blowers, motorcycles, buses, piston aircraft, racing vehicles, ferries, motor pumps, stationary combustion engines, light, medium, and heavy equipment with combustion engines, locomotives, and ships manufactured in the past and present decades. They increase combustion engine performance, power, and torque, and reduce fuel consumption and atmospheric pollutant emissions without requiring changes to their operating configuration or structure, and without requiring changes to any aspect of the combustion engine to which they are applied. Applications of the connecting rod and piston assembly proposed herein extend to Otto cycle combustion engines powered by diesel, gasoline, alcohol, biofuel, CNG, bio-combustion engines, hydrogen, or any fuel used to generate energy in combustion engine cylinders. Other possible applications are combustion engines, bicycles, combustion engines for air conditioning, pumps for irrigation and agriculture.

[0105] Therefore, through the second embodiment of the connecting rod 10 and the piston assembly proposed herein, it is possible to improve the efficiency of the combustion engine through the six positive energies mentioned above, as well as through several factors resulting from the specific structure and arrangement of the invention proposed herein, as follows: The torque available during the crankshaft rotation through multiple positions is increased, resulting in an increase in the overall power output of the combustion engine. It reduces friction within the cylinder during compression and exhaust, reducing wear on the piston and cylinder and ultimately extending the life of the assembly. Improving the operating efficiency of combustion engines and resulting in reduced polluting gas emissions. The piston stays at top dead center longer, resulting in more efficient compression and fuel combustion, which reduces fuel consumption and improves gas combustion. The proposed connecting rod and piston assembly can be applied to existing conventional combustion engines to improve efficiency without changing the design or construction of the current combustion engine.

[0106] Furthermore, the use of the connecting rod of the second embodiment and the piston assembly proposed herein extracts the maximum possible energy from each molecule (particle) of burned fuel during the combustion process and gas expansion within the cylinder of an internal combustion engine, generating a higher mean effective pressure from top dead center (TDC) to bottom dead center (BDC) of the piston compared to current combustion engines.

[0107] Tests were conducted to demonstrate the superiority of the connecting rod and piston assembly proposed herein in its second embodiment compared to a combustion engine equipped with a conventional connecting rod and state-of-the-art piston assembly, with substantial advantageous results in terms of power, friction, pollutant production, and reduced friction.

[0108] Tests conducted under real-world conditions show significant improvements in fuel economy. Real-world tests were conducted on a FIAT UNO 2019 1.0 LF FLEX automobile equipped with an improved combustion engine incorporating the connecting rod and piston assembly of the present invention. Other specifications remained unchanged. The vehicle with the improved combustion engine was tested on regular gasoline and hydrous ethanol, covering approximately 136 km of travel on public roads. The average fuel economy with the improved combustion engine on regular gasoline was 21.3 km / L, representing a 59-83% improvement over the manufacturer-certified average fuel economy (11.6 km / L city, 13.4 km / L highway). With ethanol, the average fuel economy with the improved combustion engine was 15.9 km / L, representing a reduction of between 69% and 99% compared to the average fuel economy officially declared by the manufacturer (8.0 km / L city, 9.4 km / L highway).

[0109] In addition to the significant benefits observed in terms of the engine's power output and consumption, a significant reduction in friction between the piston and cylinder was observed in an advantageous and unexpected way. Figure 17 shows a graph of the lateral force F (N) as a function of the crankshaft angle AV (°) in tests conducted using a prime mover (MO) and a modified combustion engine (MM) of a FIAT 1.0 8v FIRE FLEX automobile, in accordance with the recommendations of the ABNT NBR ISO 1585 standard. It is clear that the lateral forces observed in the modified combustion engine are substantially smaller than those observed in the original combustion engine. In numerical terms, the maximum lateral force observed in the original combustion engine was 1863 N, while the maximum lateral force observed in the modified combustion engine was 1337 N, representing a reduction in maximum lateral force of approximately 28%. This represents a substantial and desirable reduction in friction occurring between the piston and cylinder, and consequently, a substantial increase in the service life of the combustion engine.

[0110] Furthermore, the applications of the connecting rod and piston assembly proposed herein can be extended in addition to internal combustion engines to hybrid electric vehicle combustion engines, air compressors, hydraulic pumps, vacuum pumps, generator sets, and any machine or device that operates with a reciprocating piston and needs to convert this motion into rotational motion to generate torque for producing mechanical work.

[0111] It will become apparent that the first and second embodiments of the connecting rod 10 of the present invention proposed herein can be combined to achieve together their respective positive effects.

[0112] Although preferred embodiments have been described, it is to be understood that the scope of the invention encompasses other possible variations, limited only by the content of the appended claims, including possible equivalents thereto.

Claims

1. A connecting rod (10) for a combustion engine, comprising an upper opening (10A) adapted to couple with a piston (20) and a lower opening (10B) adapted to couple coaxially with a crank pin (31), The connecting rod (10) is configured according to a first ratio (R1) and a second ratio (R2) established by the following formula: R1=(La / Lb), R2=(La / Lc) "La" is the distance from the center of the upper opening (10A) to the center of the lower opening (10B), "Lb" is the distance between the upper horizontal axis Ha (Ha) passing through the center of the upper opening (10A) and the horizontal axis of the center of gravity (Hcg); "Lc" is the distance between a vertical axis (V) passing through the centers of the upper opening (10A) and the lower opening (10B) and a vertical axis (Vcg) passing through the center of gravity (CG) of the connecting rod (10); A connecting rod (10) for a combustion engine, characterized in that the first ratio (R1) has a value of 1.2-1.5, preferably 1.4-1.5, and the second ratio (R2) has a value of 14-70, preferably 17-56.

2. A connecting rod (10) for a combustion engine, comprising an upper opening (10A) adapted to couple with a piston (20) and a lower opening (10B) adapted to couple coaxially with a crank pin (31) of a crankshaft, 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the connecting rod (10) comprises a rod (11) having a side surface (11') aligned with the center of its lower opening (10B).

3. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the centre of the rod (11) of said connecting rod (10) is located at a distance (D) from the centre of said lower opening (10B).

4. A connecting rod (10) for a combustion engine according to claim 3, characterized in that said distance (D) is 0.1-20 mm, or optionally 1-15 mm, or optionally 2-8 mm.

5. A connecting rod (10) for a combustion engine according to claim 3, characterized in that said distance (D) is 0.1-100 mm, or optionally 1-80 mm, or optionally 10-60 mm.

6. A connecting rod (10) for a combustion engine according to claim 3, characterized in that said distance (D) is 0.1-600 mm, or optionally 10-500 mm, or optionally 100-400 mm.

7. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that it comprises an angle (C) measured between a line (G) passing through the center of the upper opening (10A) and the center of the lower opening (10B) and an axis (E) aligned with a side surface (11') of the rod (11) of the connecting rod (10).

8. A connecting rod (10) for a combustion engine according to claim 7, characterized in that said angle (C) is 0.1-10°, optionally 2-8°, or optionally 3-7°.

9. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the ratio of the radius (R) of the stroke of the crankshaft to the length (L) of the rod (11) of said connecting rod (10) is 0.24-0.35, optionally 0.29-0.

31.

10. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the lower opening (10B) is constituted by the connection of the lower part (12) of the connecting rod (10) with a cap (13), and the interface (14) between the lower part (12) and the cap (13) forms an angle (A) with respect to the horizontal axis (I).

11. A connecting rod (10) for a combustion engine according to claim 10, characterized in that said angle (A) is 0.1-45°, optionally 5-45°, or optionally 10-42°.

12. 2. The connecting rod (10) for a combustion engine according to claim 1, characterized in that the lower part (12) has a chamfered portion (H1) arranged adjacent to the rod (11) and a curved portion (H2) located between the chamfered portion (H1) and the rod (11), the chamfered portion (H1) and the curved portion (H2) forming an oil drag area.

13. 2. The connecting rod (10) for a combustion engine according to claim 1, characterized in that the connecting rod (10) is aligned perpendicular to the central axis (F) of the piston (20) when the crankpin (31) is positioned just before top dead center (TDC), and the force acting on the rod (11) is released on the line of the trunnion (30), which, together with the side (11') aligned with the lower opening (10B) of the crankshaft, ensures that part of the force (FE1) is released on the center of the crankpin (31), preventing the crankshaft from rotating in a direction opposite to the ideal direction of rotation.

14. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the side (11') of the rod (11) remains aligned with the crankpin (31), while the centre of gravity of the rod (11) is already advanced relative to the centre of the trunnion, favouring the rotation of the crankshaft and reducing energy losses due to lower compressive forces acting on the crankpin (31).

2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the side (11') of the connecting rod (10) facing the lower opening (10B) allows the rod (11) to be angled with respect to the top dead center (PMSm) of the crankpin and allows an angle (C) to be transmitted by the rod (11) at a predetermined angle, allowing the explosive force (FE) to be decomposed into a vertical component (FEv) that is absorbed linearly at the center of the crankpin (31) and the trunnion (30) and a horizontal component (FEh) that generates a positive moment favorable to the rotation of the crankshaft.

15. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that a greater distance between the centerline of the rod (11) and the center of the trunnion (30) is advantageous for the torque obtained when the piston descends.

16. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the arrangement of the side surface (11') aligned with the center of the lower opening (10B) allows the weight of the lower part of the connecting rod (10) to be located mainly on one side favoring the rotation of the crankshaft when the crankpin is at 175-195°, thereby allowing the weight of the lower bearing (17) of the connecting rod (10) itself to favor the return rotation of the crankpin (31).

17. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the lowering of the crank pin (31) during the raising of the crankshaft keeps the rod (11) of the connecting rod (10) closer to the trunnion (30), so that a torque arm is smaller to return the crank pin (31), reducing the force required for compression in the cylinder (100) and reducing the rotating weight of the crankshaft.

18. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the displacement of the piston (20) undergoes a small displacement in height, representing a pause of a few seconds, when approaching the top dead center of the crank pin (31), which is the point of maximum compression of the piston (20), due to the angle created by the alignment of the side surface (11') of the rod (11) with the lower opening (10B), which extends the compression time and, as a result, extracts maximum energy per fuel molecule, thus reducing the amount of fuel required to achieve the same power.

19. 2. A connecting rod (10) for a combustion engine according to claim 1, characterized in that the rods (11) of the connecting rod (10) are decentralized and the sides (11') of the rods (11) are aligned with the lower opening (10B) to allow a reduction in friction between the piston (20) and the cylinder (100) during the compression phase due to a reduction in the lateral forces acting on the cylinder (100) when the rods (11) rise, reducing the working angle (A2) of the rods (11) during compression or exhaust.

20. The engine comprises a piston (20), a cylinder (100) for accommodating the piston (20), a crankshaft having a trunnion (30) and a crank pin (31), and a connecting rod (10), the connecting rod (10) A piston assembly, characterized in that it is a connecting rod (10) for a combustion engine according to any one of claims 1 to 19.

21. A combustion engine comprising a piston assembly according to claim 20.

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