Multi-Throw Crankshaft Assembly for Continuous Torque Transfer

Solution Overview

Problem

Conventional crankshaft assemblies suffer from inefficiencies due to significant force absorption at bearing surfaces, leading to reduced torque conversion efficiency, particularly in combustion engines, as a result of geometric constraints that create areas of low or no torque, necessitating additional fuel ignition to compensate.

Innovation Solution

An improved crankshaft system incorporating a load transfer member with a unique configuration of connecting pins and rods, which extends the maximum torque angle beyond conventional 60 degrees to approximately 160 degrees, enhancing torque transfer efficiency by optimizing the force application and rotation geometry.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Loss of energy

If conventional crankshaft geometry is used, then the structure is simple and easy to manufacture, but torque transfer efficiency is reduced due to bearing surface force absorption and low torque zones

Engineering Contradiction:

Improvetorque transfer efficiencyVSAvoidcrankshaft structure complexity

Core Design Contradiction:

Loss of energyVSDevice complexity

Solution Approach 1:

The crankshaft is divided into multiple crank throws (at least two) positioned at different angular orientations around the rotation axis. Each crank throw has its own connecting rod and piston assembly, allowing torque to be transferred through multiple pathways simultaneously. This segmentation eliminates the low torque zone problem by ensuring that when one crank throw is in a poor torque position, another is in an optimal position, thereby maintaining continuous efficient torque transfer throughout the rotation cycle.

Inventive Principle:

Principle #1Segmentation

Solution Approach 2:

The invention transitions from a single-plane crankshaft configuration to a multi-dimensional arrangement by positioning crank throws at different angular orientations in three-dimensional space. This spatial distribution of crank throws creates multiple torque vectors that combine to maintain consistent torque transfer, effectively adding a dimensional aspect to the traditionally two-dimensional crankshaft operation.

Inventive Principle:

Principle #17Another dimension (Dimensionality change)

2Reliability

If conventional single crank throw configuration is used, then the device complexity is low, but dead spots occur where torque transfer efficiency drops to zero or negative values

Engineering Contradiction:

Improvecontinuous positive torque transferVSAvoidnumber of crank throws

Core Design Contradiction:

ReliabilityVSDevice complexity

Solution Approach 1:

The crankshaft is divided into multiple crank throws (at least two) positioned at different angular orientations around the rotation axis. Each crank throw has its own connecting rod and piston assembly, allowing torque to be transferred through multiple pathways simultaneously. This segmentation eliminates the low torque zone problem by ensuring that when one crank throw is in a poor torque position, another is in an optimal position, thereby maintaining continuous efficient torque transfer throughout the rotation cycle.

Inventive Principle:

Principle #1Segmentation

Solution Approach 2:

The multi-throw configuration ensures continuous positive torque transfer by overlapping the torque production cycles of individual crank throws. As each crank throw passes through its low torque zone, another crank throw is simultaneously in its high torque zone, creating a continuous stream of positive torque without interruption or dead spots. This continuity eliminates the need for additional fuel ignition to compensate for torque gaps.

Inventive Principle:

Principle #20Continuity of useful action

Applied Scientific Principles

This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.

Function Achieved in This Case

The enhanced crankshaft system increases torque transfer efficiency throughout the crankshaft's revolution, minimizing 'dead spots' and improving overall engine performance by maintaining positive torque transfer over a broader range of angles.

Implementation Method 1

an interior connecting pin rotatably coupled to the crank means

Methodology Applied

Scientific EffectRotation:

Implementation Method 2

The mechanical advantage of a crank, the ratio between the force on the connecting rod and the torque on the shaft, varies throughout the crank's cycle

Methodology Applied

Scientific EffectMechanical Advantage: Mechanical Advantage

Data Source

PatentUS11692616B2Crankshaft assembly

Publication Date: 2023.07.04 HUSBLE FRED E

AI summary

There is presented various embodiments disclosed in this application, including an improved crankshaft system using a load connecting member which provides a greater maximum torque angle than a conventional system, thereby improving efficiency and power.