CYCLE COMPENSATOR"

One of the characteristic of internal combustion engines, provided with pistons, two strokes , four strokes or more , it is the fact that the piston average ascent speed is equal its piston average descending speed of.

With the objective of improving the functioning of these engines the characteristics were modified by developing a mechanism here denominated " CYCLE COMPENSATOR", which provide to the piston an ascent speed bigger than a descending one, aiming to spend less time for this operation

In this stage of the turn of the equipment does not produce power, that it is a zero momentum in power production where or the combustion chamber unloading the burnt gases , or is compressing the combustible gas for its posterior explosion when the piston starts to go down . This way, this will happen, more explosions in the combustion chamber During a measure of real time and consequently a power gain The mechanism can be described like:

The force originated for joint the piston / connecting rod 1 as figure 01, arrives at the mechanism by means of an in of crankshaft figure 02

That it is composed by receiving arm 2, crankshaft axis 3, and has in its extremity one propeller 4. This propeller that possess a propeller groove 5 that serves to shelter and to do a traction force on one pin 7 indicated in figure 04, and allows this projection to put it self into motion inside this groove.

This pin 7 can also be configured as a rolling, so that it can be dislocated with bigger easiness and a minimum of attrition on groove 5.

The pin 7 is located in the edge of an affixed disc 6 to one axis 8 that it is drawn out until the remaining vehicle as in the figure 04 The figure 03 is an inverted copy of figure 02 so we can better observe the internal profile of this figure 02.

In the figure 05 the set is mounted. It can be understood that the receiving arm rotation movement 2 makes the propeller 4 to turn along with the set. The groove 5 involves it pin 7 When turning,the gutter it drags next to it, this projection 7,once this is imprisoned inside the groove 5 of the propeller 4.

Due to the asymmetry, 20 and 21, between the centers of rotation of the two axises 3 and 8 once they are the two axises of the two bases of support of these, and due to the way as this project was conceived it, occurs a phenomenon of transmission of movement with changeable speeds to each completed return, from the first axis to the second axis.

We will divide a complete round of this described crankshaft in figure 02 in eight accurate parts of 45° each one, for better understanding of this equipment. In figure 06 the set is ready for the beginning of operation. During the first eighth round, and we can notice in figure 07 as the set was after the movement, we observe that although the pulley completes this eighth back in an angle of 45 degrees, the disc 6 turns in an angle around 55°.

In the figure 07 and in all the pictures from figure 06 to figure 13 was put a copy of the disc 6 was placed with the pin 07 position marking the length of route between the previous and the current position after the sheave 1/8 turn.

In figure 07 and figure 08, we notice in the distance covered for the pin 7 continues with an amplitude approximately of 55° In the figure 09 the pin 07 continues dislocating itself approximately 55°.

However from then on, as figure 10, it pin 7, starts to cover smaller distances every time,at this point of approximately 45°.

In figure 11 the displacement of pin 7 is already reduced to a little more than 10°.

In figure 12, figure 14 and figure 13 the distance covered for pin 7 is very small

This way it is clear that it had an desirable transmission of movement of changeable form. The more distant the pin 7 is from the center of rotation crankshaft 3, greater the speed reached for this, due to the change of constant support in projection 7 in the gear lever system that is implicit in this project.

During the ascent of the piston as this it is not producing power, this is stimulated for top for the energy of movement accumulated in the remain of the vehicle since this if dislocates with regard to the ground. The vehicle then pushes the piston for top, and in agreement what it was configured above, a small turn of disc 6 will mean a great displacement of the piston for top

This mechanism, is configured then so that the moment of ascent of the piston is of bigger speed, since the necessary synchronization is this

This way,according to this original project, the vehicle gains in efficiency , therefore the time where the piston is with no type of power production is reduced in 20% of the time per turn, representing an efficiency increase of 70%. Not always however it is just that effect of applying a larger ascent speed to the piston is desirable. In some situations the ideal is a traditional engine operation, with piston ascent speed equal to its descent speed.

Thus, a simple mechanism does this equipment deactivation. To turn off the CYCLE COMNPENSATOR and come back to a traditional situation of operation, it is enough to push upwards the axis 8 of the exit gear 6, until this has aligned to the axis 3. The axis 3 of the crankshaft 1 and the axis 8 of the exit gear 6 are supported in their pertinent bearings, the first in the egine and the second in the transmission box.

Affixed to the transmission box, a metallic piston 25 is activated hydraulically 24, or mechanically through a steel cable, or a metallic stick, that makes the exit disk axis be pushed upwards gradually.

When dislocating the exit disk 6 upwards, the alignment 21 of the axis 8 of this disk approaches the alignment 20 of the axis 8 originated in the crankshaft, then it decreases the speed differential.

Among the figures 28 and figure 30 we can see how is this exit disk elevation.

From the figures 31 to figure 34, we can see that to each 1/4 round accomplished by crankshaft, the exit disk also executes 1/4 round, an identical route, and so successively until they complete the other 3/4 from return . Being this way, rotating in equal angles, there will not there be differential of rotation between both axises. Everything happens in due to the exit gear elevation, that had its axis lifted until its alignment coincides with the alignment of the crankshaft axis.

The alignment approaching degree of these two axises is what will dictate the speed differential. If closer, smaller the speed differential. And farther, larger the differential. Manually then the driver will give the wished degree.

Obviously, adapting a mechanism that can graduate this alignment, putting the axis 8 neither so much distant nor so close to the alignment of the axis 3, we would have then a speed differential between both medium equipment, being able to graduate this differential according to the necessity.

However, and, parallel,there is one another disposal mechanics for the components, the ones that are fundamental in our conception, and that they also provide the same result when compared to that disposal that was described until here, and that it can industrially also be applied

Basically this variation of our mechanism figure 15 consists on to transmitting the movement between two surfaces by one gear figure 16, that here we will call it orbital gear 10, and it has a pin 09 located in the possible point next to its surface of scroll, or either, of its edge, that serves as point of traction for the propeller 17.

In the figure 15, figure 16 and figure 17, the "CYCLE COMPENSATOR " components can be observed.

The propeller 17 is connected to crankshaft 15, forming one alone has asked for, as it can be observed in figure 18. The propeller has a groove 16, in order to move by traction the pin 09 located on the orbital gear border 10.

The orbital gear 10 is engaged to a immovable gear 11 on the vehicle stand and to an exit gear 12.

The same way as it was described in the first setting, in the beginning of this report, the arm moves due to the movement received from the whwwls of vehicle

Lets take a one cylinder and two strokes vehicle as a better example

The vehicle dislocates itself so the exit gear 12 moves clockwise. Since the orbital gear 10 is engaged to the exit gear 12 and at the same time to the immovable gear 11, it happens to move clockwise as well.

When the 10 moves the pin 09 moves along with it.

The pin 09, drags the propeller 17 that involves the pin 09 across the groove 16. The propeller transmits the movement to the piston. For being connected to the propeller and piston , when increasing the speed of the propeller, this will represent the same equal with diffusing relation.

In the figure 20 the exit 12 gear, it can be seen the orbital gear 10 turning in the clockwise, orbital gear 10 rolling together with it , and the o pin 09 which is nearer to the system center and farther from the exit gear 12, turning clockwise. At this point, the propeller 17 has a little moving.

In the figure 21 and figure 22 it is observed the displacement of pin 9 going in direction to the exit gear 12, making the propeller 4 move more speed.

In figure 23, figure 24 and figure 25 it is observed that the pin 09 reaches the point of more proximity of the gear 12 during a complete return, when then it is transmitted a bigger speed to the propeller 17.

In the pictures 26 and figure 27 the pin 09 approaches to the immovable gear 11 again and the propeller speed (15 + 17), starts reducing. All this improvement of functioning can also be applied in other vehicle, that does not use one an explosion enginelt is the case of the bikes

. All those implications observed previously, apply specifically to other vehicles too . This is the case of the bicycles .

The cyclist legs executes the same cyclic movement of ascending and descending, equal to the movement executed for the piston in the explosion engine .

This way the cyclist would spend less time, going up the leg since this is not a moment of power production

. In this way, diminishing the time to ascent movemente , results also a bigger product exploitation of power produced by the vehicle.