EP1424484A1

EP1424484A1 - High-output engine structure

Info

Publication number: EP1424484A1
Application number: EP03006561A
Authority: EP
Inventors: Siegfried Meyer
Original assignee: Individual
Current assignee: Individual
Priority date: 2003-03-24
Filing date: 2003-03-24
Publication date: 2004-06-02

Abstract

A high-performance engine is constructed to include a cylinder (11), a piston (12) adapted to reciprocate in the cylinder (11), a crank (16), and a link (15) coupled between the crank (16) and the piston (12), the link (15) having a first end fixedly provided with an eccentric axle bush (14) fastened pivotally with a pivot pin (13) at the piston (12) and a second end pivoted to the crank (16) such that when the piston (12) moved to an upper limit position, the link (15) is at an eccentric position relative to the piston (12) and pivoted to one end of the crank (16) at an offset location away from the axis (a) passing through the center of the piston (12) and the axis of rotation of the crank.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention:

The present invention relates an engine and, more particularly, to a high-performance engine, which uses an eccentric axle bush to impart an upward pressure to the piston when the link coupled between the piston and the crank moved to a predetermined angle, so as to increase the compression ratio of the engine during the explosive stroke and to further enhance the output of the engine.

2. Description of the Related Art:

FIGS. 1 and 3 show the structure and operation of an engine according to the prior art. As illustrated, the engine comprises a cylinder 11', a piston 12' reciprocating in the cylinder 11', a crank 16', and a link 15', which has one end pivoted to the piston 12' by a pivot pin 13' and the other end pivoted to the crank 16'. The engine is ignited to explode when the piston moved to the upper limited position, i.e., the dead line position where the center of the piston and the center of the link and the center of the crank are vertically aligned in a line). At this time, the volume of the chamber of the cylinder is minimized, providing the best compression ratio. Therefore, this time is the best time for explosion. When passed over the dead line, the piston starts to move downwards, and the best compression ratio and the best explosion time cannot be maintained. The maximum output of the engine is when the crank moved from 0° toward 90° (the moving distance "c" of the piston). After this angle, the output of the engine is gradually reduced. The output power of the engine has a great concern with the variation of the volume of the cylinder chamber. When the volume of the cylinder chamber relatively increased, the explosion pressure is relatively reduced, resulting in a reduction of output power of the engine. On the contrary, when the volume of the cylinder chamber is relatively reduced during this stage and same explosion pressure is maintained, the fuel mixture can be completely burned to relatively increase the output power of the engine.
Further, in order to obtain the optimum compression ratio, the engine igniting time must be before the dead line. The engine provides no power output or a negative power before the dead line after the explosion. This drawback results in low engine performance, a waste of fuel energy, and a big amount of exhaust gas. Further, because the piston is reciprocated at a high speed when the combustion chamber of the engine is ignited to explode, fuel gas is not completely burned before a next cycle. This problem reduces the efficiency of the engine and, causes the engine to produce much waste gas.
Therefore, it is desirable to have a high-performance engine that eliminates the aforesaid drawbacks.

SUMMARY OF THE INVENTION

The present invention has been accomplished under the circumstances in view. It is the main object of the present invention to provide a high-performance engine, which enhances the output, saves fuel gas, and reduces the production of waste gas. According to the invention, the engine comprises a cylinder, a piston adapted to reciprocate in the cylinder, a crank, and a link coupled between the crank and the piston. The link has a first end fixedly provided with an eccentric axle bush fastened pivotally with a pivot pin at the piston, and a second end pivoted to the crank. When the piston moved to an upper limit position, the link is at an eccentric position relative to the piston. The link is pivoted to one end of the crank at an offset location away from the axis passing through the center of the piston and the axis of rotation of the crank. Therefore, the eccentric axle bush forces the piston upwards to reduce the volume of the cylinder chamber when the crank moved to a particular angle, for enabling the fuel mixture to be completely burned to increase the output power of the engine. Further, the link has a curved portion turning in one direction and terminating in the second end so that the direction of applied force of the link passes over the axis of rotation of the crank at one side of the axis passing through the center of the piston and the axis of rotation of the crank opposite to the longitudinal central axis of the crank.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a sectional view of an engine according to the prior art.
FIG. 2 is similar to FIG. 1 but showing the crank moved to 90°.
FIG. 3 is a sectional view of showing the basic architecture of the present invention.
FIG. 4 is a side view of the engine shown in FIG. 3.
FIG. 5 is a sectional view of the first embodiment of the present invention.
FIG. 6 is a sectional view of FIG. 5.
FIG. 7 illustrates the status of the present invention and the status of the prior art design when the crank moved to 0°.
FIG. 8 illustrates the status of the present invention and the status of the prior art design when the crank moved to 15°.
FIG. 9 illustrates the status of the present invention and the status of the prior art design when the crank moved to 30°.
FIG. 10 illustrates the status of the present invention and the status of the prior art design when the crank moved to 45°.
FIG. 11 illustrates the status of the present invention and the status of the prior art design when the crank moved to 60°
FIG. 12 illustrates the status of the present invention and the status of the prior art design when the crank moved to 75°
FIG. 13 illustrates the status of the present invention and the status of the prior art design when the crank moved to 90°
FIG. 14 illustrates the status of the present invention and the status of the prior art design when the crank moved to 180°
FIG. 15 illustrates the status of the present invention and the status of the prior art design when the crank moved to 270°
FIG. 16 is a sectional view of an alternate form of the present invention.
FIG. 17 is a side view of FIG. 16.
FIG. 18 is a sectional view of another alternate form of the present invention.
FIG. 19 is a sectional view taken along line A-A of FIG. 18.
FIG. 20 is a sectional view of still another alternate form of the present invention.
FIG. 21 is an elevational view in an enlarged scale of the eccentric axle bearing shown in FIG. 20.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIGS. 3 and 4, a high-performance engine in accordance with the present invention is shown comprising a cylinder 11, a piston 12 adapted to reciprocate in the cylinder 11, a crank 16, and a link 15 coupled between the piston 12 and the crank 16. The link 15 has one end fixedly mounted with an eccentric axle bush 14, which has an eccentric coupling hole 141 coupled to a pivot pin 13 at the piston 12, and the other end fixedly mounted with a crank connector 151, which is coupled to the crank arm 161 of the crank 16. When the piston 12 moved to the upper limit position, the link 15 is at an eccentric position relative to the piston 12. When the crank 16 moved to 0°, the line of action of force "c" of the link 15 extends over the center "d" of the crank 16 to act against the crank 16, preventing the dead line problem of the conventional design.
Referring to FIGS. 5 and 6, the link 15 has a curved portion 152 turning in one direction and terminating in the crank connector 151 such that the line of action of force "c" of the link 15 passes over the periphery of the crank arm 161 of the crank 16, i.e., the arm of force "e" of the link 15 acting against the crank 16 is relatively extended and the torque of the crank 16 is relatively enhanced, and the down stroke of the piston 12 is relatively shortened without reducing the cylinder pressure after explosion, for enabling fuel mixture to be completely burned to enhance the output of the engine. The crank connector 151 of the crank 15 is pivoted to the crank arm 161 of the crank 16 at a location spaced from the axis "a" passing through the center of the piston 12 and the axis of rotation of the crank 16 at one side so that the down stroke of the piston 12 can be shortened.
FIGS. 7∼16 show a comparison between the invention and the prior art design in which A'∼I' show the actions of the prior art design; A∼I show the actions of the present invention. With reference to FIG. 7, when the crank 16 moved to 0°, engine is ignited to start the explosion stroke, at this time the output force reaches the maximum status. At this time, the torque of the prior art design is on the dead line and zeroed; the arm of force "e" of the crank 16 according to the present invention is great, providing a big output torque. FIGS. 8 and 9 show the crank 16 moved to 15° and 30° respectively. As shown in FIGS. 8 and 9, the piston of the prior art design rapidly lowered, and the thrust force is gradually reduced. However, the downward displacement of the piston 12 according to the present invention is not significant, but the arm of force "e" of the crank 16 is gradually increased. When the crank 16 moved to 45° as shown in FIG. 10, the arm of force "e" of the crank is at the maximum status. At this time, the downward displacement of the piston 12 is about one half of the prior art design. Therefore, the invention provides much greater thrust force than the prior art design, and enables fuel mixture to be completely burned. When continuously moved to the positions shown in FIGS. 11, 12 and 13, the thrust force of the prior art design is going to be zeroed, however the invention still keeps working. The thrust force of the crank 16 according to the present invention is zeroed only when moved to 180° as shown in FIG. 14. When passed over 180°, the arm of force "e" of the crank 16 is gradually reduced to zero. As indicated in the drawings, the arm of force "e" of the crank 16 is much greater than the prior art design, and therefore the invention provides a relatively greater output torque. During one full cycle, the piston 16 of the present invention is lowered at a relatively slow speed during working, for enabling fuel mixture to be burned completely and the output thrust to be concentrated when the arm of force "e" of the crank reached the maximum status.
FIGS. 16 and 17 show an alternate form of the present invention. According to this alternate form, the eccentric axle bush 14 is formed of two eccentric halves 142 and 143.
FIGS. 18 and 19 show another alternate form of the present invention. According to this alternate form, the pivot pin 130 has a middle part forming a cam 131, and the link 15 has one end fixedly mounted with a friction ring 150 and coupled to the cam of the pivot pin 130.
FIGS. 20 and 21 show still another alternate form of the present invention. According to this alternate form, the eccentric axle bush provided at the link 15 for coupling to the pivot pin 13 at the piston 12 is an eccentric axle bearing 18. The eccentric axle bearing 18 is comprised of an outer race 181, an inner race 182, and balls (or needle rollers) 183 supported in between the outer race 181 and the inner race 182. The inner race 182 defines an axially extended eccentric hole 1821 coupled to the pivot pin 13 at the piston 12.
Although particular embodiments of the invention have been described in detail for purposes of illustration, various modifications and enhancements may be made without departing from the spirit and scope of the invention. Accordingly, the invention is not to be limited except as by the appended claims.

Claims

A high output engine structure comprising a cylinder, a piston adapted to reciprocate in said cylinder, said piston being provided with a pivot pin, a crank, and a link, said link having a first end pivoted to the pivot pin of said piston and a second end pivoted to one end of said crank, wherein said link comprises an eccentric axle bush fixedly provided at the first end, said eccentric axle bush having an eccentric coupling hole coupled to said pivot pin of said piston, such that said link is at an eccentric position relative to said piston when said piston moved to an upper limit position.
The high output engine structure as claimed in claim 1, wherein said link has a curved portion turning in one direction and terminating in said second end so that when said crank moved to 0°, the line of action of force of said link extends over the outer diameter of the crank arm of said crank.
The high output engine structure as claimed in claim 1, wherein said eccentric axle bush is comprised of two eccentric halves.
The high output engine structure as claimed in claim 1, wherein said eccentric axle bush is formed of an eccentric axle bearing.
The high output engine structure as claimed in claim 4, wherein said eccentric axle bearing is comprised of an outer race, an inner race, and a plurality of needle rollers supported in between said outer race and said inner race, said inner race defining said eccentric hole.
The high output engine structure as claimed in claim 4, wherein said eccentric axle bearing is comprised of an outer race, an inner race, and a plurality of balls supported in between said outer race and said inner race, said inner race defining said eccentric hole.
A high output engine structure comprising a cylinder, a piston adapted to reciprocate in said cylinder, said piston being provided with a pivot pin, a crank, and a link, said link having a first end pivoted to the pivot pin of said piston and a second end pivoted to one end of said crank, wherein said pivot pin has a middle part forming a cam, and said link comprises a friction ring fixedly provided at the first end and coupled to the cam of said pivot pin such that said link is at an eccentric position relative to said piston when said piston moved to an upper limit position.