High Torque Power Engine

A FUEL EFFICIENT OFFSET PISTON ENGINE

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ABSTRACT

       This material adds to my patent no. 7,128,042 issued 10/31/2006 titled Interchangeable 2-Stroke or
4-Stroke High Torque Power Engine.

       A single idler gear is used for ignition timing between the two out-of-phase offset pistons. Each piston transmits power to the straight power shaft through a 1-way clutch to make a 2-stroke engine. Two 2-stroke engines on the same power shaft with a special idler between them make a 4-stroke engine. See FIG 8 and
 FIG 9 in patent no. 7,128,042.

       The power shaft's high torque power low rotation rate in this invention will support an efficient continuously variable transmission (CVT) made from gears. The gear transmission also serves to slow vehicles when needed.

       Pistons can be deactivated to save fuel without drag on the remaining power pistons.

BACKGROUND OF THE INVENTION

        Substitutes for the crankshaft engine such as fuel cells, compressed air, lithium ion battery, etc. have all failed to replace the ubiquitous crankshaft engine.

        Engines that transmit an offset piston's powerto a straight power shaft have been attempted since at least 1921 e.g. patent no. 1,365,666 but have not had practical success though they inherently offer high torque and high fuel efficiency.Their weakness lies in using many energy absorbing movingparts and combustion chambers to convert the piston's straight reciprocating motion to the power shaft's unidirectional rotary motion which has made them inefficient and impracticale.g. patent nos. 2,239,663 and 5,673,665. For this reason the simple, exhaust polluting, inefficient but reliablecrankshaft engine survives as the search fora better power source continues.

       The crankshaft engine is very inefficient because angle Θ and angle Φ (FIG 9) at the ends of piston rod combine to slow the piston's speed which traps the very rapidly expanding combustion gases in a small chamber. The gases build up very high heat and pressure at and near top dead center where force from the pressure is vectored against the crankshaft's main bearings instead of rotating it. The result is excess exhaust pollution, wasted heat energy, fusion of elements e.g. carbon dioxide, etc. The waste heat is lost and the pollutants are partly scrubbed from the exhaust when it is too late. The pollution and the waste heat must be reduced in the combustion chamber by converting them to mechanical motion from a more complete burn of the fuel. To do that, all the rod and crank angles must be zero during the entire power stroke but that is impossible in a crankshaft engine.

       FIG 9 represents a crankshaft engine, r is the crank arm. C is the crankshaft axis. d is the crank circle. FV1, FV2 and FV3 are force vectors that come from combustion pressure driving the piston 38. FV1 is on a radial of the crankshaftaxis C. FV1, FV2 and force vector n form a right triangle. Only FV3, being tangent to the crank circle d, rotates the shaft. The efficiency is given by the following:

 

FV2/FV1 = Cos Θ

FV3/FV2 = Cos Φ

FV3 = FV1(Cos Θ)(Cos Φ)

FV3/FV1 = (Cos Θ)(Cos Φ)

 

The crankshaft engine's efficiency is zero at top dead center when angle Θ = 0.0 but angle Φ = 90º making FV3/FV1 = (1)(0.0) = 0.0. The highest possible efficiency is 50% at the single point where both angles Θ and Φ are 45º. Subtracting the efficiency loss caused by wasted heat energy etc. leaves the actual crankshaft engine's efficiency much lower than 50%.

BENEFITS OF THIS INVENTION

  1. fuel efficient;
  2. high torque power;
  3. piston offset;
  4. calculate the piston offset for fuel efficient combustion;
  5. no mechanical limit to the length of the piston stroke;
  6. single idler provides timing between two out-of-phase pistons;
  7. pistons square in the cylinders;
  8. instant peak torque at the beginning of the power stroke;
  9. no side force on the piston rod;
  10. deactivate selected pistons without drag on active pistons;
  11. continuously variable gear transmission;
  12. interchangeable between a 2-stroke and 4-stroke engine;
  13. compatible with all power needs.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG 1A is a general drawing of this engine invention.

FIG 1 is a side view of this engine and engine brake.

FIG 2 is taken along 2-2 in FIG 1 with the piston offset at the rim of the 1-way clutch outer race.

FIG 3 is taken along 3-3 in FIG 2 and FIG 5.

FIG 4 shows the main parts of the 1-way clutch torque transmitting unit.

FIG 5 is related to FIG 2 but with the piston offset part way to the rim of the 1-way clutch inner race.

FIG 6 shows the position of the race 5 projection in FIG 2 extending to the side plate 5A in FIG 5.

FIG 7 shows parts of a rack and pinion configuration of the patented engine.

FIG 8 shows parts of a belt configuration of the patented engine.

FIG 9 is a schematic of a crank engine used for mathematical reference in thetext above.

Fig 10 is a schematic of this invention used to compare with FIG 9.

DETAILED DESCRIPTION OF THIS INVENTION

       Combustion force vectors control a combustion engine's power and efficiency. The two most efficient vectors are (1) tangent to an arc and (2) parallel to a straight line. The most efficient force comes from the most complete fuel combustion applied to the power shaft. The force is used to calculate the length of the piston offset 10 to the arc 47 for the most efficient fuel combustion (FIG 2).

        The basic engine uses a single idler 40 for timing between two offset out-of-phase pistons 38. The 2-stroke 2-cylinder engine uses a pair of 1-way clutches, each carrying a sector gear 12 that meshes with idler 40 as the
1-way clutches alternately transmit piston power to shaft 8 (FIG 3).

       Sector gear 12 is secured to side plates 5A and 5C (FIG 1A) that are secured to the clutch outer race 5 with pins 39 (FIG 1). Torque transmitting unit 89 at the rim of the 1-way clutch inner race 4 (FIG 2) transmits torque from the reciprocating outer race 5 to the unidirectional rotating inner race 4. The length of its offset 48 from the axis of shaft 8 (FIG 5) determines combustion force at unit 89.

       Retaining nuts 25 are threaded to both ends of shaft 8 to prevent axial movement of the 1-way clutch assemblies. The diameter of the shaft's two threaded parts extends only to the base of the splines 31 to create a narrow space 17 between nut 25 and the splines so that the nut 25 force is applied to race 4 at both ends of power shaft 8. The splines prevent rotational slip and nuts 25 prevent axial movement.

       Ball bearings 34 (FIG 3) are supported by an extension of the 1-way clutch inner race 4. Pressure from the side plates cause the outer races of both bearings 34 to reciprocate with race 5. Two retaining nuts 57 for each race 4 are threaded to the part of race 4 that extends along shaft 8. Nuts 57 apply force to the inner race of each bearing 34 so that each bearing's inner race rotates in one direction with race 4. The combined parts operate as a strong, tight, efficient unit.

       Power stroke overlap is explained in the engine's patent. In patent FIG 8, the special idler 40A engages the sector gears 12 for a 4-stroke. Displacing idler 40A in patent FIG 9 allow two 2-cylinder 2-stroke engines where the ignition timing for the overlap is controlled by the engine computer 7 in patent FIG 7. An unskilled person can change between a 2-Stroke and 4-Stroke to meet driving conditions by easily engaging and disengaging idler 40A.

       Rack and pinion (FIG 7) and belt (FIG 8) configurations include force vectors parallel to a straight piston rod 18 and transmitted to force vectors tangent to the 1-way clutch outer race 5.

        Arc 47 axis (FIG 2) is the power shaft 8 axis which makes arc 47 radius equal the piston offset 10 radius. Arc 47 is the center line for the combustion cylinder 33, piston 38, piston rod 18 and pin 52. The force vector from the expanding combustion gas is tangent to the arc 47 during the piston's entire power stroke for peak efficiency. Combustion cylinder 33 is part of housing 15. Pin 52 secures rod 18 directly to a projection of race 5. Race 5 projection 5 (FIG 6) extends from the side plate 5A. An extended offset 10 (FIG 2) increases shaft 8 torque while decreasing shaft 8 rotation rate.

       The FIG 5 configuration reduces the force upon unit 89 parts because of the length 48 to the unit 89 relative to the length of the piston offset 10. Fig 2 and FIG 5 configurations are compact and have all the benefits of the belt configuration (FIG 8) and the rack and pinion (FIG 7) without the rack 18 and pinion and guide 21. The belt configuration is limited to a 2-stroke because the belt does not perform the intake stroke needed for a 4-stroke.

        FIG 4 exposes the working parts of unit 89 carried by inner race 4 of the 1-way clutch. Pin 35 pivots in non-slip contact with band 30 as outer race 5 begins the drive direction. The pivoting compresses spring 11 which tilts lever 36 on its fulcrum 32 to bring element 29 into contact with outer race 5. Element 29 does not contact band 30. Shims 62 (FIG 2) press units 89 against the race 4 offset 65 to keep the unit fixed in its recess ate the rim of inner race 4. A retaining cover over unit 89 is secured to race 4.

       Force vector 41 (FIG 4) is transmitted from the outer race 5 directly through element 29 to the inner race 4. Vector 41 radial force is minimal or nonexistent for high efficiency. The force can change during drive which causes pin 35 to instantly increase or decrease its contact pressure with band 30 to prevent slip between the contact surfaces of element 29 and race 5. Lever arm 36 contacts the unit 89 casing 44 to prevent spring 11 from excessively pivoting pin 35.

       The 1-way clutch overrun feature in this engine allows shaft 8 and the clutch inner race 4 to rotate independently of the piston 38 when the inner race speed is greater than the outer race 5 speed. The overrun feature prevents engine braking from slowing a vehicle however there are at least three alternatives to slow a vehicle. A gear transmission can slow a vehicle. A hybrid can slow a vehicle. A universally well understood crankshaft is shown in FIG 1 to slow a vehicle. A pressure plate clutch 23 connects/disconnects the straight
shaft 8 and crankshaft 8A. A conventional piston rod 13 in each non-combustion vacuum/compression cylinder connects the pistons to crankshaft 8A. When the two shafts are connected, piston 14 is shown beginning its vacuum stroke with the valve 27 closed as piston 19 begins its compression stroke with its valve still open to complete letting air into its vacuum cylinder. The valve in the piston 19 combustion chamber closes as piston 19 begins its compression stroke. The two cylinders and their pistons alternate between vacuum and compression to add drag to power shaft 8 for slowing the vehicle.

       Cylinder lube oil flows through drain hose 20 (FIG 2) to an oil sump. Sealant gaskets 37 and drain hose 20 keep the oil away from the race 5 and element 29 contact surfaces.

       My basic engine invention in patent no. 7,128,042 and these obvious forms of the basic engine provide important advantages over the current technology. They have been described in their preferred configurations but they are not so limited. Changes, variations and further modifications may be made without departing from their inventive ideas. These changes, variations and modifications would be obvious to those skilled in the technology with the benefit of the teachings in this and the basic engine. All such changes, variations and modifications are intended to be within the scope of the basic engine invention.

 

 

 

 

 

 

 

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