DRIVE SYSTEM FORMING THE TORQUE BY MEANS OF THE AXIS OFFSET

Technical Field

The invention relates to a drive system able to be used in any field involving the use of the engines referred to as internal combustion engine, as well as in the piston compressors, piston hydraulic pumps and similar fields.

Background Art

The mechanisms with closest resemblance to the drive system according to the invention are the internal combustion engines. Internal combustion engines contain the crankshaft, connecting rod, piston and cylinder parts.

As the crankshaft rotates about its own axis, it rotates the connecting rod in an eccentric manner. Thus, it also linearly moves the piston, which is connected to the other end of the connecting rod, inside the cylinder and along the axis of the cylinder.

When said motions are examined:

The motion begins with the piston and the piston rod departing from the position referred to as the upper dead centre within the cylinder. This motion towards the middle portions of the cylinder reaches first the maximum speed depending on the revolution of the engine, then becomes zero at the position referred to as the lower dead centre.

The speed of the piston and the piston rod reaches from zero to maximum value and from maximum value to zero again, within the 180° rotational movement of the crankshaft of the engine.

In order to enable the piston and the connecting rod to reach from zero up to the maximum speed, the power is consumed corresponding to the energy that conveys the weight of the piston and the connecting rod to the maximum speed.

When it is desired to stop the piston and connecting rod that have attained the

maximum speed, the energy is consumed which again corresponds to the energy spent for reaching the maximum speed.

In one revolution of the crankshaft, the energy is consumed, which equals four times the amount of energy that conveys the weight of the piston and the connecting rod up to the desired speed. Since two complete revolutions of the crankshaft of this engine make up one work period, the power to be spent during one work period is two times the power spent upon four downward-upward motions of the piston and the connecting rod. Therefore, the total energy spent by the piston and the connecting rod during one work period equals eight times the energy that conveys the piston and the connecting rod up to the maximum speed.

Another example of the internal combustion engines are Vankel engines. Based on the principle that the vanes that provide the compression in Vankel engines sweep, compress and expand the gas by rubbing against the interior wall of the engine, the considerable heating and abrasion caused by the frictional forces may not be avoided. This system may still not be used with full efficiency at the present.

Object of the Invention

The object of the invention is to develop a drive system that may be used and provide fuel savings in any field involving the use of the engines referred to as internal combustion engine, as well as in the piston compressors, piston hydraulic pumps and similar fields.

Another object of the invention is to reduce the release of the emission gases such as, CO ₂ , etc., which are harmful to the environment, owing to the less fuel use. The object is also to increase the amount of motion energy received per unit fuel in ideal revolution (being accepted to be approximately 4000 revolutions/minute), compared to the existing piston engines.

Another object of the invention is to minimize the mechanical energy losses caused by the connecting rod and the piston, since there is no crankshaft-related connecting rod and piston motion.

Another object of the invention is to make it possible to apply the drive system according to the invention also in the Vankel engine system, thus to considerably reduce the distance for the friction carried out by the vanes against the walls and to eliminate the aforesaid drawbacks. The system is provided with power and lifetime that are similar to the efficiency when the same is applied to the piston engines. The axial difference constituting the torque may be made greater owing to the drive system according to the invention and thus, accelerating moment may be increased in an efficient manner.

Still another object of the invention is to reduce the lateral pressing motion applied on the cylinder walls by the motion of the piston connected to the crankshaft in the internal combustion engines. Both ends of the connecting bearings of the piston rod may be formed in the same size; hence the piston rod is brought to the lightest state that is possible.

Still another object of the invention is to enable the utilization of the alternative material options, having a very low frictional coefficient and being heat resistant, in the cylinders, due to the fact that the system according to the invention will operate without vibration as compared to the engines with crankshaft. Since the piston weights have no substantial effect on the operation of the system, as opposed to the engines with crankshaft, the heavier material alternative may be used in the pistons, other than the aluminum alloys.

Still another object of the invention is to enable a vibration-free operation of the system, as there is no action of stop-run during the motion of the piston related to the crankshaft.

Description of the Drawings

Figure 1 : The front sectional view of the drive system according to the invention

Figure 2: The side sectional view of the drive system according to the invention

Figure 3: The complete perspective view of the drive system according to the invention

Figure 4: The perspective view showing the interior structure of the drive system with the front outer body removed

Figure 5: The perspective view of the rear outer body

Figure 6: The perspective view of the front outer body

Figure 7: The perspective view of the inner kernel and the intermediate kernels in mounted state to one another

Figure 8: The perspective view of the outer kernel

Figure 9: The perspective view of the eccentric shaft

Figure 10: The perspective view of the eccentric shaft

Figure 11 : The perspective view of the exhaust manifold

Figure 12: The perspective view of the exhaust manifold

Figure 13: The perspective view of the camshaft

Figure 14: The perspective view of the motion regulator

Figure 15: The perspective view of the motion regulator

Figure 16: The perspective view of the camshaft bearing

Figure 17: The perspective view of the inlet manifold

Figure 18: The perspective view of the inlet manifold

Reference Numbers

1. Rear outer body

2. Front outer body

3. Inner kernel

3.1 Cylinder connection surface

4. Outer kernel

4.1 Eccentric shaft connection hole

4.2 Piston rod connection point

5. Intermediate kernel

6. Eccentric shaft

7. Eccentric shaft

8. Cylinder

9. Piston

10. Piston rod

11. Exhaust manifold

12. Exhaust manifold

13. Camshaft

14. Motion regulator

15. Motion regulator

16. Camshaft bearing

17. Inlet manifold

18. Inlet manifold

18.1 Fuel input channel

19. Valve

20. Spark plug housing

21. Drive shaft

22. Oil storage space

Detailed Description of the Invention

The embodiment of the invention presented in the figures is realized on a drive system able to be used in any field involving the use of the engines referred to as internal combustion engine, as well as in the piston compressors, piston hydraulic pumps and similar fields.

As seen in Figure 1 , the linear motion of the piston (9) inside the cylinder (8) is provided by means of the difference between the axis of the inner kernel (3) and the outer kernel (4), which rotate in two different axis. As seen in Figure 5, the outer kernel (4) placed into the rear outer body (1) performs the rotational movement about the axis B. The inner kernel (3) performs the rotational movement about the axis A. Owing to the offset between the axes A and B, the linear motion of the piston (9) is provided inside the cylinder (8).

The upper dead centre is the point where the piston (9) upper surface is closest to the cylinder (8) bottom, while the lower dead centre is the point where the piston (9) upper surface is farthest from the cylinder (8) bottom.

Rotation of the inner kernel (3) and the outer kernel (4), which rotate about different axes (A, B), in the same direction and with the same revolution is carried out by the eccentric shafts (6, 7) shown in Figure 9 and 10. The eccentric shafts (6, 7) are placed on the intermediate kernels (5) connected to the inner kernel (3)

(see Figure 7). Eccentric shafts (6, 7) are connected with the outer kernels (4), being two in number, one in the upper and the other in the lower part, via the eccentric shaft connection holes (4.1). The eccentric shafts (6, 7) placed on the intermediate kernel (5) carry out the rotational motion both about their own axes and together with the intermediate kernel (5).

The linear motion of the piston (9) inside the cylinder (8) is twice the distance between the rotation axes (A, B) of the inner kernel (3) and the outer kernel (4). And the torque distance equals the distance between the axes "A" and "B".

Since the pistons (9) and the piston rods (10) are connected to the piston rod connection points (4.2) formed on the outer kernel (4), they do not result in any inertia. Moreover, as the cylinders (8) connected to the inner kernel (3) rotate together with the inner kernel (3) in the axis of the inner kernel (3), they do not form any inertia.

In the drive system according to the invention, there is no pushrod and piston motion in connection with the crankshaft; hence the energy losses, which said parts would result in, do not occur.

The inner kernel (3) and the intermediate kernel (5) rotate about the axis A. In addition, the cylinders (8) connected with the inner kernel (3) via cylinder connection surfaces (3.1) also rotate in the same axis. The outer kernel (4), the piston rods (10) connected to the outer kernel (4) and the pistons (9) shown in Figure 8 rotate about the axis B.

The eccentric shafts (6, 7) that rotate the intermediate kernel (5) and the outer kernel (4) in the same direction are arranged such that they will rotate in both parts. Eccentric shafts (6, 7) enable the inner kernel (3) and the outer kernel (4), which rotate in different axes, to rotate with the same speed and in the same direction.

The piston (9) surface connected at the upper dead centre to the outer kernel (4) via the piston rod (10) is located at the point closest to the cylinder (8) bottom. When the inner kernel is rotated through 180°, the two outer kernels (4) connected

with the intermediate kernels (5) via the eccentric shafts (6, 7) rotate about the axis B at the speed of the inner kernel (3) to perform a rotational motion through 180°.

When the outer kernel (4) rotates through 180°, piston (9) reaches the farthest possible point from the cylinder (8) bottom surface it may travel, that is, the lower dead centre. At the beginning of these motions, the intake valve (19) inside the inner kernel (3) opens upon the motion regulator (14) connected to the inner kernel (3) being moved by the camshaft (13) seen in Figure 13, and the system takes the fuel mixture inside the cylinder (8).

At the second rotation of the system through 180°, the piston (9) performing the linear motion inside the cylinder (8) connected with the inner kernel (3) reaches the upper dead centre. While the inner kernel (3) performs this motion, the outer kernel (4) is also rotated by the eccentric shafts (6, 7) through 180°. The piston (9) connected with the outer kernel (4) also arrives at the upper dead centre. At the beginning of the second rotational movement through 180°, camshaft (13) has departed from the top of the motion regulator (14), and thus it has closed the intake valve (19).

At the beginning of the third rotation through 180°, the compressed fuel is ignited by the spark plug and the combusted gas expands to provide the motion energy. At the beginning of the fourth rotation through 180°, the exhaust valve (19) opens and at the completion of the fourth rotation through 180°, the piston (9) and the cylinder (8) reach for the second time the upper dead centre, so that they discharge the combusted gas.

During the occurrence of all such motions, the cylinder (8) rotates as connected with the inner kernel (3) and in the axis of the inner kernel (3) in a balanced manner. Piston (9) and the piston rod (10) are connected to the outer kernel (4), and they rotate in the axis of the outer kernel (4) in a balanced manner.

The Operation of the Invention: The initial motion is provided to the drive system by means of a drive shaft (21). Drive shaft (21) provides the inner kernel (3) with the initial motion. After the initial motion is provided, the system begins moving in

the desired revolution with the fuel being ignited inside the cylinders (8). All the parts with the exception of the rear outer body (1) and the front outer body (2) perform the rotational movement. The initial motion may be provided to the drive shaft (21) by means of manually or different drive mechanism. The drive system is made preferably with three cylinders (8). This amount may be increased as desired. There is one intake valve (19), one exhaust valve (19) and one spark plug on each cylinder (8). In order to transfer the motion of the camshaft (13) to the intake and exhaust valves (19), a total of 6 motion regulators (14, 15) are employed (see Figure 14-15). The intake valve (19) is moved by the motion regulators (14) connected with the camshaft (13), while the exhaust valve (19) is moved by the other motion regulators (15) connected with the camshaft (13) (see Figure 2). The revolutionary speed of the camshaft (13) is half the speed of the revolutionary speed of the inner kernel (3). An oil storage space (22) is formed inside the rear and front outer body (1 , 2), where the oil used to cool the drive system is collected. As seen in Figure 3, the parts that make up the drive system are located inside the rear and front outer body (1, 2), which are connected to each other by means of the bolts. The liquid fuel or gas, after passing through the fuel input channel (18.1) on the inlet manifold (18) located on the front outer body (2), passes through the other inlet manifold (17), and is filled inside the cylinder (8) by means of the intake valve (19). The motion of the intake valve (19) is provided by means of the motion regulators (14) that move in connection with the camshaft (13) placed into the camshaft bearing (16), as shown in Figure 16.

Two outer kernels (4) are connected to each other by means of the bolts. In order to transfer the rotational motion of the inner kernel (3) to the outer kernels (4), two eccentric shafts (6, 7) are used, which are located on the intermediate kernels (5) and are placed one on top of the other. By means of the eccentric shafts (6, 7), the offset between the rotational axes (A, B) of the inner kernel (3) and the outer kernel (4) is eliminated, so that the inner kernel (3) and the outer kernel (4) are enabled to carry out the rotational movement in the same direction and at the same revolution.

Upper Dead Centre: It is the point where the upper surface of the piston (9) is closest to the bottom area of the cylinder (8). (In our description, this point will be regarded as the starting point of the motion.)

Lower Dead Centre: It is the point where the system has rotated through 180° and the upper surface of the piston (9) has gone farthest from the bottom area of the cylinder (8).

Intake time: The cylinders (8) connected with the inner kernel (3) rotating about the axis A reach the lower dead centre after having rotated through 180° beginning from the upper dead centre.

With the outer kernel (4) rotating through 180° about the axis B, the piston (9) and the piston rod (10) connected with the outer kernel (4) arrive at the lower dead centre. As a result of said motions, piston (9) goes away from the bottom of the cylinder (8) by a distance that is twice the distance between the axes "A" and "B". At the beginning of said motions, the intake valve (19) is open. At the completion point of this motion, the intake valve (19) closes and the air-fuel mixture is taken in the cylinder (8). When the intake valve (19) opens, the fuel mixture inside the inlet manifold (17) seen in Figure 17 enters the cylinder (8) through the hole opened by the intake valve (19), by means of the vacuum formed by the piston (9) inside the cylinder (8). When the process is complete, the intake valve (19) is closed by the motion regulator (14) on the camshaft (13).

At the time of compression, the cylinder (8) connected with the inner kernel (3) rotating about the axis A arrives at the upper dead centre at the second 180° rotation. During the occurrence of this motion, the outer kernel's (4) second rotation through 180° also takes place about the axis B, and the piston (9) connected to the outer kernel (4) reaches the upper dead centre. The fuel taken inside the cylinder (8) at the previous 180° rotation is compressed and is ignited by the spark plug placed into the spark plug housing (20), and is thus combusted.

At the time of work, the fuel ignited during the third 180° rotation of the inner kernel (3) and the outer kernel (4) expands and is converted into the work energy. Upon the completion of the third 180° rotation, exhaust valve (19) starts to open.

At the exhaust time, piston (9) and the cylinder (8) arrives again at the upper dead centre at the fourth 180° rotation, and the combusted gas passes first through the exhaust manifold (11) seen in Figure 11 and then through the outer exhaust manifold (12) seen in Figure 12, and is discharged. Exhaust valve (19) closes and the cycle is completed.

Alternative Embodiments:

In case the drive system according to the invention is applied to the Vankel engine type, the lifetime of the system will prolong, as the path of friction is reduced for the rubbing of the vanes against the interior wall of the combustion chamber. In the drive system according to the invention, the offset forming the torque may be made bigger and thus, the system's accelerating moment may be enhanced in an efficient manner.

The drive system according to the invention may also be utilized as the piston compressor. When used as the compressor, the yield of the compressors will increase to the same extent as the yield formed upon its use as the internal combustion engine. The system according to the invention may also be used as the piston hydraulic pump and the piston hydromotor.

Further, when the system is used in place of the two-cycle engines with enormous power employed in nautical practice, as it operates vibration-free and it has no inertia, it is possible to use the system according to the invention with a small structure and small weight. In this way, the systems are formed, which are capable of producing more motion energy.