Login| Sign Up| Help| Contact|

Patent Searching and Data


Title:
AXIAL ENGINE OF EIGHT CYLINDERS
Document Type and Number:
WIPO Patent Application WO/2012/054941
Kind Code:
A1
Abstract:
Axial engine of eight cylinders characterized by the arrangement of eight cylinders (C) together with heads (H) in two parallel lines, coaxially and two by two opposite; of the motor main shaft (2) with two flanges (10), having a simple cylindrical configuration and symmetry axis, lying in the middle of the cylinders (C); of two obelisks (6) which bind the motor main shaft (2) with the cross-shafts (4) and of four rigid and coaxial bodies composed each one of two pistons (8) and one connecting-rod (7), pivoted in the fork shaped ends of the cross-shafts (4). The alternative straight-line motion, according to the cylinders axis, of the eight pistons (8) and four connecting-rods (7), is transformed in rotating motion of the motor main shaft (2).

Inventors:
TASI YLLI (AL)
Application Number:
PCT/AL2010/000001
Publication Date:
May 03, 2012
Filing Date:
October 28, 2010
Export Citation:
Click for automatic bibliography generation   Help
Assignee:
TASI YLLI (AL)
International Classes:
F02B75/26; F01B3/00
Domestic Patent References:
WO1991002889A11991-03-07
Foreign References:
US20060288971A12006-12-28
DE345813C1921-12-20
US4869212A1989-09-26
Other References:
None
Attorney, Agent or Firm:
SHOMO PANIDHA, Ela (Rruga A. Z. ÇajupiP.20/4 , Ap.15, Tirane, AL)
Download PDF:
Claims:
CLAIMS

1. Axial engine of eight cylinders comprising:

eight cylinders (C I to C8) together with the heads (HI - H8) arranged in one plane and in two parallel lines, each line has four cylinders located coaxially and two by two opposite,

one motor main shaft (2) lying on two ball bearings (3) and positioned in the middle of the above said eight cylinders (CI - C8), with its axis lying on the same plane with the cylinders axes, parallel to them and equidistant from them. The above said motor main shaft (2) has in its length two gears (12) and (13) and flanges (10) in its both ends, each of the above said flanges (10) has a ball-bearing nest (11),

two cross-shafts (4) each of them, with the short shaft arranged upon two ball bearings (5), are positioned in a way that their centers fit with the centers Oj and O2 and have the long shaft axis always lying in the cylinders axes plane,

two obelisks (6), each of them pivoted at the same time in one of the said flanges (10) of the said motor main shaft (2), as well as in one of the said cross-shafts (4),

four connecting-rods (7) each equipped with two pistons (8), have a pivoting nest (9) in their middle to be pivoted with ball-bearing pins (9a) of the above said cross-shafts (4),

an issue shaft (19) which receives motion from the above said motor main shaft (2), an engine of eight cylinders, to which, another block of eight cylinders is added, an engine of eight cylinders, to which, a block of four cylinders is removed.

2. Axial engine of eight cylinders according to Claim 1, characterized by

locating the camshafts (15)in their heads, in order to have their axes parallel with each other, respectively coaxial and perpendicular to the plane of the motor main shaft axis (2).

3. Axial engine of eight cylinders according to claims 1 and 2, characterized by the transmission of the motion directly from the motor main shaft (2), to at least the camshafts (15) respectively coaxial of two symmetric heads.

4. Axial engine of eight cylinders according to Claim 1 characterized by the transmission of motion and power from the motor main shaft (2) to the issue shaft (19) by means of the gears (13 and 18). 5. Axial engine of eight cylinders according to Claim 1 , characterized by the eccentric positioning of the ball-bearing nests (1 1 ) to the flanges ( 10) of the motor main shaft (2) in such way that the axes of the two ball-bearing nests (1 1 ) converge on the axis of the motor main shaft (2) and the convergence points be the centers Oi and O2.

6. Axial engine of eight cylinders according to Claim 1 and 5, characterized by a 90 degrees difference between the two planes created by the axes of the ball-bearing nests (1 1) with the axis of the motor main shaft (2). 7. Axial engine of eight cylinders according to Claim 1, characterized in that each cross-shaft (4) is composed of two shafts, one of which is long and the other is short, bound in their middle and having their axes perpendicular to each other.

8. Axial engine of eight cylinders according to Claim 1, characterized by positioning in the endings of each long shaft of the cross shafts (4) a ball bearing pin (9a and 9b) which has its axis perpendicular to the plane of the cylinders axis and parallel with the short shaft axis of the cross shaft (4).

9. Axial engine of eight cylinders according to Claim 1, characterized by a trapeziumlike or circular shape of the longitudinal section of the obelisk (6), which has two parallel bases, two ball-bearing rings in its large base and one pin in its small base. 10. Axial engine of eight cylinders according to claim 9, characterized by the mutual verticality of the two axes of obelisk (6), one of which being that of the ball bearing ring, and the other, that of the pin, with the intersection point either the obelisk center or the 0 or O2 centers. 11. Axial engine of eight cylinders according to claim 1 , characterized by joining in one coaxial body the two pistons (8) with one connecting-rod (7), which has the pivoting nest in elliptic shape with two parallel faces.

12. Axial engine of eight cylinders according to Claim 1, characterized by the piston configuration being a clean crown, disburdened from the superfluous masses of the traditional juncture.

13. Axial engine of eight cylinders according to Claim 1, characterized in the addition of another block of eight cylinders, arranged symmetrically with the first block in relation with the issue shaft ( 19) and geared at the same issue shaft (19).

14. Axial engine of eight cylinders according to Claim 1, characterized by the complete removal of a block of four cylinders, the relative flange (10), the cylindrical gear (13) and the issue shaft (19).

Description:
DESCRIPTION

AXIAL ENGINE OF EIGHT CYLINDERS Technical Field

This invention refers to internal combustion engines working with pistons. Background Art

The conventional internal combustion engines with pistons are used generally in cars, locomotives, ships etc. as well as in high speed cars, racecars and in Formula 1. There have always been efforts to improve them. New technologies have been applied, especially in very quick engines of Fl, and a limit result has been attained, which result has been generally evaluated as impossible to improve further, because of the disadvantages accompanying the traditional mechanism of motion transformation Piston - Connecting - rod - Crankshaft.

Summary of Invention:

The present invention, aims to fulfill the requirements of an engine with improved parameters, a better mechanical output and a greater engine power for a preset capacity, by applying a new motion transforming mechanism as well as a new positioning of the cylinders and reconfiguration of the moving parts, novelties that make possible to exceed the limit of average speed of the piston's alternative straight line motion and the number of the engine main - shaft rotations.

Eight cylinders with their heads are arranged in one plane and in two parallel symmetric lines. Each line has four cylinders located coaxially in opposite pairs. In the middle of these eight cylinders a motor main shaft is arranged having its axis lying in the same plane of the cylinder axes, parallel and equidistant from them. Arranged on two ball bearings, the motor main-shaft has only one degree of motion freedom, that of rotating around its own axis. The motor main-shaft is a simple cylindrical configuration body equipped in its length with two ball bearings fixed in two relative supports and with two gears to transmit motion and power. In both ends, the motor main shaft has two flanges, which, besides the ball bearing nest, have the function of fly-wheel and eventually of counter-weight for a static and dynamic balance of the mechanism.

The ball bearing nests of the two motor main shaft flanges are arranged in a way that the center of each ball-bearing nest has a preset distance from its own flange centre, and the axis of the ball-bearing nest converges with the motor main shaft's axis according to a preset angle.

The two planes created by the axes of the two ball-bearing nests with the axis of motor main shaft, form a right angle (90 °) between them.

The two convergence points of the two ball-bearing nests axes with the motor main shaft axis will be respectively the center O] and O 2 .

The Oj and O 2 centers are two intersection points of three symmetry axes taken into consideration, one of which is the symmetry axis of the cylinders which coincides with the motor main shaft axis, and the other two lay perpendicularly with it and are the symmetry axes of the opposite cylinders. Two cross-shafts are arranged in the Oi and O 2 centers, with their centers coinciding. The Cross - shaft is a cross shaped body, made up by two shafts, one of which is long and the other is short, bound in their middle and with their axes perpendicular to each other.

The intersection point of the two axes will be named center of the cross-shaft. The short shaft arranged on two ball-bearings is located in order to have its axis perpendicular to the cylinder's axes plane, whereas the long shaft, having its axis laying always in the cylinder axes plane, has only one degree of motion freedom, that of rotating around the axis of the short shaft. In both ends of the long shaft, which is shaped like fork, is arranged a ball bearing pin which has its axis perpendicular to both, long-shaft axis and plane of the cylinder axes. Each ball-bearing-pin made up of the pin and the ball-bearing, is pivoted to the nest, which is located in the middle of the connecting-rod. The connecting- rod on both extremities is equipped with two pistons (those of two opposite cylinders) made one piece, rigid and coaxial body.

The two connections which bind the motor main shaft with the cross-shafts are in the shape of an obelisk, cut short, with circular section or regular trapezium section having the two bases parallel to each other. Each obelisk has two ball- bearing rings on its big base, by means of which it pivots with one of the cross- shafts, whereas on its small base has a pin, which pivots on the ball-bearing-nest of the motor main shaft flange.

The axis of the two ball-bearing rings of the big base is perpendicular to the pin's axis. The intersection point of these two axes, named the obelisk's center, coincides with one of the O] or O 2 centers.

The obelisk's pivoting on the cross shaft is done by positioning the ball bearing rings of the obelisk to the long shaft symmetrically on both sides of the short shaft, giving the obelisk only one degree of motion freedom in the relation to the cross shaft, that of rotating around the long shaft's axis. The obelisk's pivoting on the motor main shaft is done by arranging the pin of each obelisk at the ball-bearing nests of the motor main shaft's respective flanges. The rigid coaxial body of two pistons with one connecting-rod, unburdened by the excessive masses of the traditional juncture with pin, has a considerably simpler and lighter configuration.

The connecting-rod, with a simpler shape and considerably shorter, contains the pivoting nest in the middle. This pivoting nest has an elliptic shape with two parallel sides, which provides a small rolling motion of the ball bearing inside it. The pistons, unburdened from the excessive mass of the juncture with pin, have the shape of a thin and clean crown, which has only the rings channels and the abbreviated guiding terminal in its periphery, and the bond with the connecting - rod in the centre.

The kinematics of this transformation mechanism of the alternative straight-line motion of

the pistons in rotating motion of the motor main shaft and vice-versa is the following:

The rotation of the motor main shaft, causes the centre of the ball-bearing nest in the flange to perform a circular trajectory whose centre lays at the motor main shaft axis, whereas the ball-bearing nest axis (or the obelisk pin's axis) performs a cone whose apex is at the Oj (or O 2 ) center. Each obelisk having a double pivoting, performs a combined motion, compelling the long shaft of the cross shaft to perform an alternative motion of a circle arch sector, whose centre lays in the short shaft axis or in the 0 or O 2 centers.

The pivoting centers of the ball-bearing pins, mounted on the fork ends of the long shafts, perform the alternative motion of a circle arch sector which intersects alternatively the cylinders axis in two symmetrical points towards the vertical axis of symmetry. The relative alternative displacement occurring among the two contact surfaces, i.e. ball-bearing performing an alternative motion in circle arch sector shape and the connecting-rods doing an alternative straight-line motion along the axis, is realized through the rolling in alternative senses of the ball-bearing in the nest.

Distribution: The camshafts in the cylinders heads are arranged in the plane of the cylinders' axes whenever each cylinder head has only one camshaft and in two parallel planes whenever each cylinder head has two camshafts. These camshafts are arranged respectively coaxially and in two sides of the motor main shaft. The motion is transmitted by the motor main shaft to the camshafts, with a transmission ratio ½ and is made by conic gears arranged one in the motor main shaft, and the others in the corresponding camshafts. From the camshafts geared with the motor main shaft the motion is transmitted to the other camshafts and to the auxiliary equipments. The power transmission by the motor main shaft to the issue shaft is done through cylindrical gears. By setting in phase the distribution system with the pistons' motion and by naming with uneven numbers (1, 3, 5, 7,) the left wing cylinders, and with even numbers (2, 4, 6, 8,) the right wing cylinders , we will have a firing order 1-5-2-6-4-8-3-7 or 1-5-3-7-4-8-2-6 with a blast every 720:8 = 90° of the motor main shaft revolution.

Whenever it is needed an engine with the double number of cylinders, i.e. an engine of sixteen cylinders, another block of eight cylinders is arranged in the same plane with the first eight cylinders block, parallel and symmetric with it, using the same issue shaft. In order to have a firing every 720: 16=45 degrees, the dis- phase among the two motor main shafts must be of 45 degrees.

Whenever it is needed an engine with the half number of cylinders , i.e. an engine of four cylinders, the whole block of four cylinders is removed together with the issue shaft, and the relative flange and the cylindrical gear are removed from the motor main shaft is removed. Advantageous Effects of Invention

Some of the advantages deriving from the application of this engine are:

- In general, a simpler construction, less heavy and of a less expensive technology of production.

- Its application in vehicles lowers considerably their center of weight and creates extra useful space.

- The engine constructive elements, especially the moving parts are in general of a simpler configuration, having symmetry axes, are balanced and reduced in weight.

- The two pistons and the connecting-rod being one coaxial body, make an alternative straight-line motion along the cylinders axes, and by being of a smaller weight and a simpler configuration, give:

Firstly, a much more favorable dynamics, with smaller inertia forces and much smaller friction piston-cylinder forces comparing to the usual engines , greater mechanical output, smaller specific fuel consumption etc.

Secondly, the possibility of an intensive cooling in the inner part of the piston and a satisfactory solution to eliminating the internal thermal tensions problem (so irksome and ruinous to the piston) due to the abolition of the traditional juncture with pin, and the new pistons shape, that of a simple crown having its lower surface totally exposed to the oil mist (of carter) and to lubricating and cooling oil itself, which sprayed by "oil jets", provides continuously low temperatures to the pistons, protection to the oil film in the compression ring channels, as well as a normal and uniform dilatation to the pistons themselves in all directions etc.

This construction provides also the possibility to change the nature of friction, from sliding into rolling by arranging ball-bearings in all pivoting knuckles.

In conclusion to the above, the requirement to have a greater motor power by an engine of a preset capacity becomes possible, by increasing the motor main shaft rotations and the piston motion speed, as well as by increasing the mechanical output by lowering the friction energy decrease, especially between piston and cylinder.

Brief description of Drawings

Fig. 1 shows in two views an engine of eight cylinders, 'arranged in one plane and in two parallel lines, and the motion transforming mechanism according to the

invention.

Fig. 2 shows in two views the rigid coaxial body "two pistons with one connecting- rod" and the pivoting nest in the middle of the connecting-rod.

Fig. 3 shows in two views the ball -bearing pin

Fig. 4 shows in two views the Cross Shaft.

Fig. 5 shows in two views the Obelisk. Fig.6 shows the motor main shaft with two flanges and gears.

Fig. 7 shows the mechanism transforming the alternative straight-line motion into rotating motion.

Fig. 8a and 8b shows the ignition and the cycle as well as the piston's

instantaneous position in the peak combustion moment.

Description of embodiment

Example

Axial engine of eight cylinders applicable in Formula 1 racecars FIG. 1

The purpose of this example is to totally replace, (in power as well) the

V I0 Engine of 3.0 1 capacity used in Formula 1 racecars, with engines of eight (8) cylinders and 2.4 1 capacity.

This example is based on the recent record attainments of the Vjo Engines of Formula 1 in order to define the other parameters, such as 900 HP and 19.000 rpm, as well as on the definition that a conventional piston cannot exceed the alternative straight - line average speed of 25-26 m/sec. without facing serious ruinous problems as a consequence of inertia forces, internal exhausting thermal tensions etc.

The limit ratio of the average speed 26 m/sec of the Piston with the motor main shaft rotations' number 19 000 rpm gives a piston course of 41 mm and a diameter of 96.5 mm for a piston doing a shifting of 300 cm 3 (3000: 10 = 300 cm 3 ).

As a result of the above: each piston of the V 10 engine, of a 300 cm 3 capacity produced a 90 HP power, whereas each piston of the new engine (with eight cylinders) and with the same capacity of 300 cm (2400 : 8 = 300 cm ), by performing the same course 41 mm and with the same diameter 96.5, mm, is required to develop a power 10: 8 = 125 % bigger, i.e. 112, 5 HP.

Letting aside for now the fact that the increase of motor power comes also as a consequence of the mechanical output increase, let us take in consideration the linear ratio existing between power increase and rotation number increase. The motor main shaft of the new engine must perform a number of rotations 125 % bigger than that of V ] 0 engine, i.e. 23750 rpm. The average speed of the alternative straight line motion of the pistons must also increase by 125 % i.e. to attain the value of 32.5 m/sec. To realize the above, very ambitious requirements, beyond any up to now limit, it is presented this new construction. The new mechanism of motion transformation offers kinetics, dynamic and

configurative changes of the details especially of the moving parts. This noticeably improves the parameters and as a consequence increases the motor power. A further increase of the motor power derives also from the increase of the mechanical output due to the drastic reduction of the energy loss in friction.

After defining the parameters (number of cylinders 8, capacity 2.4 1, piston diameter 96.5 mm and course of 41 mm) we continue with the description in FIG. 1 Eight cylinders (CI to C8) together with their heads (H 1 to H8) are arranged in one plane and in two parallel lines. In each line four cylinders are arranged coaxially and in opposite pairs.

The motor main shaft (2) pivoted on two ball- bearings (3) is positioned in the middle of eight cylinders (CI - C8) with its axis lying in the same plane of the cylinders axes , parallel to them and equidistant from them.

Two cross- shafts (4) pivoted after the short shaft upon two ball- bearings (5) and positioned in a way that each of them has its center fitting to the respective center Oi or O 2 , and the long shaft's axis lying always in the same plane of the cylinders axes. Two obelisks (6) that connect the motor main shaft (2) with the cross- shafts (4) and four connecting-rods (7) which, being each of them made one body with two pistons (8), pivot in their middle on the ball - bearing pins (9), mounted on the fork ends of the long shaft of the cross-shafts (4).

The kinematics of the motion transmission mechanism FIG. 7: Together with the alternative straight line motion of the pistons (8), the long shafts of the two cross- shafts (4) perform a circle's sector motion always in the cylinders axes' plane, while the two obelisks (6), pivoted in the same time at the cross-shafts (4) as well as at the motor main shaft (2), perform a combined motion, compelling the motor main shaft (2) to rotate.

The motor main shaft (2), FIG. 6 has the configuration of a simple cylindrical tube which in its both ends has the flanges (10). A ball-bearing nest (1 1) in each flange (10) is eccentrically positioned in a way that the axis of each ball-bearing nest (11) converges with the motor main shaft axis (2), in the centers Oi and O 2 . The eccentricity of the ball-bearing nest center defines the course of the pistons. The two planes created by the axes of the two ball-bearing nests (11) with the axis of the motor main shaft (2) form a right angle (90 degrees) among them. Besides the two flanges (10) and the two ball-bearings (3), also two gears, one conic (12) the other cylindrical (13), are arranged in the length of the motor main shaft (2).

Distribution FIG. l . The conic gear (12) of the motor main shaft (2) is geared with a transmission ratio ½ to the conic gears (16) of the two corresponding camshafts (15), which take motion and transmit it to all other camshafts, as well as to the other parts.

The cylindrical gear (13) of the motor main shaft is geared with the gear (18) of the issue shaft (19) which transmits motion and power to other knuckles.

The rigid and coaxial body of two pistons (8) with one connecting-rod (7) FIG. 2, due to its kinematics (i. e. because of its alternative straight-line motion after it's own axis or after the cylinders' axes), due to its dynamics (i. e. the

forces being applied almost totally after its axis, and the friction forces being very small, almost inconsiderable) and thanks to the release from the masses of the traditional juncture with pin, assumes a simple shape and has a symmetry axis.

The piston (8), shortened almost completely in its guiding part, has the form of a simple crown, which undergoes a uniform thermal dilatation, in all directions.

Endowed with thin nerves, it acquires besides a better solidity, a greater surface exposed to the intensive internal cooling system as well.

The connecting rod (7), whose length is not influenced by kinematics as in the traditional crankshaft engines, has the minimal possible values constructively allowed, a simple ring profile in both sides of the pivoting nest, which makes it lighter in weight and the lubrication and cooling system more efficient. The pivoting nest in the middle of the connecting rod is in elliptical shape with two parallel faces in order to make possible the rolling alternative motion of the ball bearing inside it. The pivoting knuckle of the connecting-rod (7) with the cross-shaft (4) FIG.1 , is composed of the nest (9) located at the middle of the connecting-rod (7), FIG. 2 whose centre performs an alternative straight line motion after the cylinders axis , and from the ball-bearing pin (9a and 9b) mounted in the fork shaped ends of the cross shaft (4), which performs an alternative motion of a circle sector with center the Oi or O 2 centers. The ball-bearing-pin center trajectory (9a) intersects the cylinders axis in two symmetric points in relation to the vertical symmetry axis FIG. 8b. The relative shifting of the surfaces in contact, i.e. of the ball- bearing (9b) with the nest (9), according to which the motion transmission is made, is realized by the rolling of the ball-bearing (9b) in the nest (9).

The oscillation of the contact line (point) in both sides of the cylinders axis is implied in analogy with the traditional crankshaft engines, as an angular oscillation of the connecting-rod axis in two sides of the cylinders axis, whose instantaneous value defines the instantaneous value of the gas force radial component + inertia forces acting in the piston. This oscillation in the present mechanism is manifold smaller than in the case of the traditional mechanism piston - connecting- rod— crankshaft.

In order to have an even smaller radial component or friction force, we

synchronize the instantaneous intersection of the two trajectories, or the

instantaneous interlocking of the contact line (point) with the cylinders axis at the moment when the gas forces value, due to firing, reaches the maximal value FIG. 8a & 8b, nearly 10 - 15° after the upper dead point of each piston. Consequently, we will have a radial component of the zero value moment, and for the whole cycle of 720 degrees, an average of the radial component much smaller. Consequently, the friction forces among piston and cylinder, as a leading result of this radial component with the friction coefficient will result even smaller, we can say negligible. The lost energy in friction (between piston and cylinder) is manifold smaller than that in the traditional engines, moreover, the piston heating due to the friction, is minimal, which advantages the cooling system.

By arranging in phase the camshafts (15) of the valves with the pistons (8), and naming with uneven numbers (1,3,5,7) the left wing cylinders, and with even numbers (2,4,6,8) the right wing cylinders, we obtain an ignition order 1- 5 -2-6-4-8-3- 7 or 1-5-3-7-4-8-2-6 with a blast every 720:8= 90 degree of the motor main shafts revolution.