WO2016029282A1

WO2016029282A1 - Angular eccentric connecting rod with vectorial movement of the shaft

Info

Publication number: WO2016029282A1
Application number: PCT/BR2014/000314
Authority: WO
Inventors: Antônio DARIVA
Original assignee: Dariva Antônio
Priority date: 2014-08-27
Filing date: 2014-09-05
Publication date: 2016-03-03
Also published as: BR102014021151A2

Abstract

In an angular eccentric connecting rod with vectorial movement of the shaft, the movement of the shaft is selectively designed according to the configuration of each engine in order to increase power, torque and compression rate to unprecedented levels in modern engines, the increase in compression rate improving fuel combustion inside the combustion chamber, providing increased power and torque at low and medium speeds of rotation, greater fuel savings and less pollutant emissions into the atmosphere. The angular eccentric connecting rod is compatible with both Otto cycle and diesel cycle internal combustion engines, with two or four strokes. It can be used to air compressors, compressed air engines, hydraulic pumps, vacuum pumps, power generation aggregates and any machine or apparatus operating with a reciprocating piston, in which this reciprocating movement needs to be converted into a rotary movement in order to generate torque to produce mechanical work.

Description

"Eccentric Angle Rod With VECTOR DISPLACEMENT OF ITS STEM".

001 Refers to the present patent application "VECTOR OFFSET ANGLE ANCHULAR BILE" that has been developed for the purpose of extracting as much energy as possible per burnt fuel molecule (particle) in the process of combustion and expansion of gases in the gas. internal cylinder of the internal combustion engine, generating an effective mean pressure from top dead center (PMS) to bottom dead center (PMI) much higher than current engines, which operate with the known connecting rod in the prior art.

002 "" VECTOR OFFSET ANGLE ANGLE BELT WITH YOUR ROD "has its rod travel selectively designed according to the configuration of each engine with the aim of increasing power, torque and compression ratio to levels never reached in the engines. With the increase of the compression ratio, the fuel burning inside the combustion chamber can be improved, providing higher power and torque at low and medium revs with greater fuel economy and lower emission of pollutants into the atmosphere. The angular eccentric connecting rod is compatible for use in Otto Cycle internal combustion engines, both two- and four-stroke diesel engines.

003 Its application extends to air compressors, compressed air motors, hydraulic pumps, vacuum pumps, power generator sets, and any reciprocating piston operating machines or equipment that need to turn this motion into rotary motion to generate torque for mechanical work production.

State of the art

Internal combustion engines were created around 1770 and in 1860 the first drive unit for vehicles with the invention was developed. of the internal combustion engine by Belgian Etienne Lenoir, an invention that accompanies us to this day, but with regard to its principle of operation the technological advance has been stopped for decades, ie the burning of an air-fuel mixture inside a cylinder generates pressure that moves the pistons and by means of connecting rods rotates the crankshaft producing torque to perform mechanical work. .

But anyone who thinks that internal combustion engines have already given what they had to give in terms of power, torque, fuel consumption and lower emissions of pollutants into the atmosphere is certainly mistaken. Engine manufacturers around the world are looking for alternatives to improve thermal efficiency to derive higher engine power and torque at lower revs, lower fuel consumption and lower emissions of polluting gases into the atmosphere.

006 Engine manufacturers are designing smaller volume engines and fewer downsizing cylinders, which means smaller engines with a proposal to deliver higher power / torque with lower fuel consumption.

007 These engines are endowed with technological innovations developed over the last decade such as direct fuel injection, variable valve timing, low inertia turbines, variable intake manifolds, electronic valve opening and closing management, eliminating valve timing, start system stop that turns the engine off and on when congested or stopped at traffic lights, exhaust gas recirculation system, application of the Miller cycle that is used in turbocharged engines, deactivation of cylinders that cuts off the fuel supply, for some cylinders when not power is required, electronic management of operation at various rotation stages decreasing or increasing fuel and air supply according to power / torque for each phase of operation required, development of new materials resistant to wear, fatigue, temperature and friction and new lubricating oils that are the tribological challenges in next generation engines.

008 All technology applied to modern engines requires high investment to be implemented, but worth the investment due to the results obtained.

Thermodynamically, the compression ratio is directly responsible for the engine's thermal efficiency. The higher the compression ratio, the higher the energy efficiency and the more uniform the effective mean pressure in the process of gas expansion inside the cylinder, generating greater power and torque. The major challenge for engine manufacturers is how to increase the compression ratio without detonation during the Otto Cycle mixture compression process or the diesel cycle air compression.

010 Because detonation is related to the very fast combustion of the mixture, it manifests itself when the piston is in the compression phase and this mixture ignites before the piston reaches the optimum degree, which is designed to occur a few degrees before neutral. higher education (PMS). As detonation occurs, a rise in pressure is generated that causes resonance in the combustion chamber and its structure vibrates making a noise known as "pin strike".

01 1 During detonation there are pulses of very high pressures contrary to engine speed and very high vibration frequencies for the system to withstand, factors that cause premature wear between fixed and moving engine components, loss of performance, high fuel consumption, higher emissions of pollutants and depending on the degree, cause serious engine damage. 012 Basically detonation is the result of high compression ratios, low octane fuel, ignition point advance, high temperatures, and carbonization on the piston surface or cylinder head chamber.

013 Therefore, with the use of the '' ANCULAR EXCENTRIC BIKE WITH VECTOR DISPLACEMENT OF YOUR ROD '' in the engines it is possible to reach compression rates never achieved in the engines produced in the previous decades and in those being produced today, because due to the vector displacement of its When the engine is in the compression phase of the mixture, the angled eccentric rod rises at a right angle due to the vector displacement of its shaft, decreasing the force of the engine to compress and due to the crankshaft shaft radius changing between center distance from the crankshaft to the center of the connecting rod rod which with the reduction of the engine lever can compress the air-fuel mixture without detonation.

014 In this configuration, when the crankshaft crankshaft reaches the upper dead center (PMS) the connecting rod has not yet reached the vertical position of (90 °) and the piston stops short at the upper dead center. This means that when the crankshaft begins to lower the piston rises a little more so that the connecting rod changes its trajectory undergoing a displacement following the direction of rotation of the crankshaft shaft.

015 During the path change the combustion that occurs to a certain degree before the top dead center this process allows a greater burning of the air-fuel mixture generating more power and torque to the engine.

016 This means that when the crankshaft crankshaft starts lowering the piston rises a little more and the connecting rod reaches the 90 ° angle, the air-fuel mixture is burning and the greatest force in the combustion process is occurring. / expansion is being driven into the piston. 017 Since it is fully upright, all this force is transmitted to the crankshaft axle crank that is already descending and with the vector displacement of its rod, gain of power and torque from the beginning of combustion is obtained. We can conclude that the force that will be passed to the crankshaft shaft crankshaft will be the maximum force exerted by the piston, because the longer the piston and piston rod are held in a vertical position (90 °) with the maximum pressure produced, the greater the energy gain of the piston. engine, producing higher effective mean pressure inside the cylinder from top dead center (PMS) to bottom dead center (PMI) generating more uniform power and torque.

018 "VECTOR OFFSET ANGLE ANGLE BILE WITH YOUR STEM" has its limitations according to the R / L ratio of each motor. The R / L ratio is the division of the crankshaft radius by the length of the connecting rod. This ratio is one of the most sensitive in engine operation and the lower this ratio, the better, because the lower the R / L the less effective power the engine will spend to move the assembly and therefore the easier it is to get rotation to take advantage of. this power for the benefit of engine performance.

019 E with smoother lower R / L and engine operation significantly decreasing the vibrations produced by the moving assembly (piston, connecting rod and crankshaft).

020 The use of the "VEHICLE SPEED ANGLE ANGLE DRIVE" on an R / L engine above 0.30, the greater the angle between the center of the piston and the center of the crankshaft crank generating forces counter to the rotational motion of the shaft. engine and high forces against the cylinder wall which cause high piston drag forces causing greater friction between the piston skirt and the engine cylinder liner shortening its service life. This also occurs in engines using traditional connecting rods known in the state of the art used in today's engines. 021 Therefore, there are ways to circumvent these wear with applied tribological studies to reduce friction and wear and use of new technologies such as: displacement of the crankshaft shaft trunnion centerline cylinder; molybdenum, polytetrafluoroethylene (ptfe) film, cylinder surface treatment that results from an extremely smooth surface (nanotechnology application) that has nanoscale pores that trap oil molecules optimizing engine lubrication development of higher strength lubricating oils for Decreasing friction and temperature, that is, with technological developments it is possible to achieve very satisfactory results to increase the life of the engine components.

022 State-of-the-art engine connecting rod used in the engines of the past and current engines and the component responsible for transmitting the force received by the piston and passing it to the crankshaft shaft to generate torque, with the exclusive function of reversing the alternative direction of motion piston rod for rotary movement of the crankshaft. Because attached to the piston via a pin the connecting rod goes up and down and attached to the crankshaft axle clamp attached to a clutch between bearings the connecting rod conveys the force generated in the combustion and expansion of the gases to generate torque.

023 "VEHICLE STICK ECCENTRIC BELT WITH STEM DISPLACEMENT" object of the invention, with the vector displacement of its rod, in addition to fulfilling the functions of the connecting rod known in the state of the art, produces increased engine torque in the combustion phase and gas expansion due to displacement of its rod which increases the distance between the crankshaft trunnion center to the rod center of the connecting rod and decreases the engine force to compress the air-fuel mixture in the compression phase and ensure more burning of the mixture when it is in the movement path between compression and combustion / expansion of gases within the cylinder, as the piston has a slight stop in the upward and downward movement of the reversal of direction of movement, removing more energy produced by fuel molecule in the thermodynamic process increasing power with lower fuel consumption. fuel and lower emission of polluting gases into the atmosphere.

024 "VECTOR OFFSET WITH YOUR STEM" Angular Eccentric Crossbar "due to its vector offset configuration of its rod allows for increased compression rate without detonation due to its straightest rise when in the compression phase of the mixture fuel air in Otto cycle engines or fresh air in diesel cycle engines.

025 Flex (bi-fuel) engines that run on gasoline or alcohol have their limitations because fuels have different reactivity to detonation. For this reason engine designers have chosen an intermediate compression ratio to burn both gasoline and ethanol. Because of this the flex motor cannot be optimized to run on ethanol. Because it decreases its performance and efficiency when running on gasoline and vice versa, that is, its efficiency is lacking in both gasoline and ethanol.

026 With the use of the "VECTOR OFFSET ANGLE ANGLE BIKE", which allows to increase the compression ratio without detonation, is the solution to the problems encountered today in bi-fuel engines improving the burn with increased power, torque, fuel economy and reduction of pollutant emissions.

027 The common connecting rods are forged in two parts, the connecting surfaces of the connecting rod and cap are machined and receive two locating pins to ensure perfect assembly. 028 Fractured connecting rods are forged in one piece and after machining they are fractured by separating the connecting rod body from the cover, thereby creating a perfect fitting surface between the connecting rod body and the corresponding cover eliminating the need for locating pins decreasing their mass. Connecting rods with fractured technologies must be made of their own materials, with today's microalloyed steels and also sintered materials.

029 Connecting rods used in internal combustion engines have high stresses applied on them in engine operation and therefore must be made of materials resistant to friction, fatigue, twisting and breaking and preferably of low mass and weight.

030 In general, the air-fuel mixture is burned inside the cylinders to alternate the pistons. The pistons drive the set of connecting rods that drive the crankshaft crankshaft axle so that it rotates inside the engine block. Specifically when the fuel is burned inside the cylinder the combustion and expansion pressure drives the piston downward in a substantially linear motion which in turn drives the connecting rod assembly in a substantially linear but slightly rotational motion producing power and torque.

In order to obtain a perfect understanding of what has been developed, illustrative drawings to which numerical references are made together with a detailed description on each sheet are attached. For a better understanding from figure 3 to figure 12, three figures are presented: Figure A - Connecting rod used in the state of the art, used in an engine with aligned block; Figure B- Angular eccentric connecting rod with vector displacement of its rod used in an aligned block engine; Figure C: Angular eccentric rod with vector displacement of its rod used in an engine with the cylinder center displaced relative to the center of the crankshaft journal, where follows: 032 Figure 1- Shows the angular eccentric connecting rod with vector displacement of its stem (4).

033 Figure 2-Shows the angular eccentric connecting rod with vector displacement of its disassembled rod.

034 Figure 3-Shows in Figure 3a, the known prior art connecting rod being used in an aligned block motor, in Figure 3b shows the vectored offset angular eccentric rod of its rod being used in an aligned block motor , replacing the traditional connecting rod, in figure 3c shows the vector-offset angular eccentric rod of its rod being used in an engine with displacement of the center of the cylinder relative to the center of the crankshaft shaft trunnion.

035 Figure 4- Shows the piston rod and piston at the top dead center starting the inlet time, the inlet valve opens to a certain degree after the top dead center, at this stage it is important to note that the known connecting rod in the prior art figure 3a, it is fully vertical and aligned with the crankshaft axle journal. In figure 4b the angular eccentric rod is slightly inclined due to its vector displacement following the engine speed and in figure 3c the angular eccentric rod with vector displacement of its rod despite its vector displacement is straight due to the displacement of the cylinder of the rod. reducing the friction between the piston skirt and the engine cylinder wall.

036 Figure 5- Shows piston and connecting rod at half-time inlet.

037 Figure 6- Shows the piston and connecting rod in the lower dead center trajectory change at this stage is important to note that in figures 6b and 6c using the eccentric connecting rod with vector displacement of its stem due to its vector displacement, the piston for a little while so that the connecting rod changes its direction of motion ending the admission time and starting the compression time with the intake and discharge valves closed.

038 Figure 7- Shows piston and connecting rod at half compression time. At this stage it is very important to note that in figure 7a, the radius of the crankshaft shaft does not change requiring too much engine force to compress and in figures 7b and 7c using the eccentric rod with vector displacement of its shaft the distance from the crankshaft radius However, due to the vectorial displacement of the stem, the distance between the center of the trunnion and the center of the piston rod is reduced, causing the engine to make less force to compress.

039 Figure 8- Shows the piston and piston rod at the top dead center where the compression time ends and the start of the combustion time where it occurs to a certain degree before the top dead center. At this stage the combustion of the mixture produces the greatest pressure inside the cylinder and is stable a few degrees after the top dead center. It is very important to note that in figure 8a, the traditional connecting rod known in the art despite receiving the greatest piston force is not it generates no torque, because the connecting rod is aligned with the crankshaft axle bearing and there is no lever to produce torque. Already in figures 8b and 8c with the use of the eccentric connecting rod with vector displacement of its rod is already produced torque taking advantage of the maximum force impelled by the piston. In this position, the piston using the angular displacement eccentric rod with vector displacement of its rod suffers a small stop and rises a little more so that the rod changes its trajectory of movement starting the expansion phase of the combustion gases. This piston stop at the top dead center improves fuel burn by removing more energy per fuel molecule, so there is greater engine energy gain, reducing fuel consumption. consequently lower emissions of pollutants into the atmosphere.

040 Figure 9- Shows the piston and connecting rod at half-time combustion gas expansion. This stage is very important to note that in Figure 9 that uses the known rod in the state of the distance technique (distance) between the sleeve and the crankshaft journal is not changed, so the torque is not changed, in Figure 9b which uses " ECCENTRIC ANGLE BULLET WITH VECTOR DISPLACEMENT OF YOUR ROD "The distance between the center of the trunnion and the center of the crankshaft remains the same, but the distance from the center of the crankshaft trunnion to the center of the piston rod is increased according to the vector displacement of the rod designed for each engine configuration by increasing the lever and generating additional torque. Figure 9c has the same effect as Figure 9b, but due to the displacement of the engine cylinder from the center of the crankshaft journal, the connecting rod descends less inclined reducing the friction between the piston skirt and the cylinder liner increasing its lifespan.

041 Figure 10- Shows the piston and piston rod in lower neutral trajectory at this stage the discharge valve is opened to a certain degree before the lower neutral causing the gas to discharge quickly relieving the system where the time is up. combustion and expansion and initiates the time of discharge and exhaustion of the burned gases.

042 Figure 1 1- Shows the piston and connecting rod in half of the exhaust and exhaust time of the burned gases.

043 Figure 12- Shows the piston and piston rod at the top dead center completing the engine operating cycle and a new cycle is started at trajectory change.

044 As the drawings and their details show, we can see that the "VECTOR DISPLACEMENT Comprising a main body (1) a small eye accommodating the piston pin (2) a rod (3) with vector displacement (4) a large eye accommodating the crankshaft axle (5) with a connecting rod body cover (6) provided with cap screws (7).

045 We can see that the "VEHICLE SPINDLE SHOCK ANCHULAR BIKE" has huge advantages over the traditional known connecting rod in the state of the art because it is a connecting rod that can be used in any internal combustion engine, taking advantage of the design. of engines built in previous decades and no change in the configuration and architecture of their operation and no modifications that require investments to generate increase in engine theoretical output, increasing power, torque, reducing fuel consumption and emissions of pollutants to the atmosphere, having its use in Otto cycle engines, powered by diesel, gasoline, alcohol, bi-fuel, CNG, diesel oil, biodiesel, hydrogen, compressed air or any fuel used to generate energy inside the engine cylinder.

Because it is innovative and hitherto not understood in the state of the art, it fits perfectly within the criteria that define the invention patent. Your claims are:

Claims

CLAIM

1 - "VECTOR OFFSET ANCHULAR BIKE WITH YOUR STEM" characterized in that it generates torque at the beginning of the combustion time even with the piston at top dead center taking advantage of the higher pressure produced at the moment of piston trajectory change where it receives the greatest force. of the combustion process and expansion of the internal combustion engine gases.

2 - "VECTOR OFFSHORE ANGLE ANGLE DRIVE" characterized by increasing the distance between the crankshaft journal and the center of its stem when the piston and connecting rod are at the time of gas expansion increasing engine torque and horsepower .

3 - "VEHICLE SPEED ANCHULAR BIKE WITH YOUR ROD" characterized by decreasing the distance between the crankshaft journal and the center of its shaft reducing the force required in the compression time to compress, removing less engine power increasing its performance.

4 - "VECTOR OFFSET ANGLE ANGLE CYLINDER WITH YOUR STEM" characterized in that during the change of the compression and combustion time path causes a small stop in the piston causing it to rise a little further improving the burning of the fuel.

5 - "VEHICLE SPINDLE ANCHULAR BIKE WITH STEM DISPLACEMENT" characterized by decreasing the distance between the crankshaft sleeve and the center of its shaft during the engine compression time, allowing higher compression rates to be achieved without detonation, generating higher thermal utilization per burnt fuel molecule (particle).

6 - "ANCULAR EXCENTRIC BILE WITH VECTOR DISPLACEMENT OF ITS STEM" characterized by having in design the displacement vector of your rod according to each internal combustion engine configuration.

7 - "VEHICLE SPEED ANGLE ECULAR BIKE WITH YOUR ROD" characterized by its application in bi-fuel engines because it allows the increase of the compression ratio without detonation, improving the flex engine performance in both gasoline and alcohol.

8 - "VEHICLE SHIFTING ANCHULAR SPINDLE BIKE" characterized by increasing the distance from the center of the crankshaft shaft to the center of the connecting rod shaft without changing the crankshaft radius, enables the construction of new internal combustion engines without changing the piston stroke. Providing power gain, torque, lower fuel consumption with lower pollutant emissions.