Field of invention:-

The present invention relates to an improvement resulting in tremendous increase in efficiency of the conventional internal combustion engine [CICE] through the new design and changes of the parts. The harnessing of maximum possible energy of the fuel, so far not possible, is now possible through the new design of the CICE. The design is more eco- friendly and emission of the hazardous gases which are responsible for green house effects will be curtailed drastically in the same proportion as the fuel saving will improve that is approx more than 66 percent , in the field of automobile industry.

Back ground of the invention:

The CICE with low efficiency is working for so many centuries and has gone so many modifications by which some improvement in the efficiency has been achieved by improving the burning percentage of fuel during combustion but the fundamental changes like the present invention has not been possible so far. In the CICE the large amount of the energy of the fuel is lost to the atmosphere in the form of heat energy through conduction, radiation and exhaust. As the fuels required in so many movements [mechanical] in so many machines are too precious because major part of it is imported from foreign countries but for CICE 's low efficiency the precious fuels are wasted, The drastically reducing emission of hazardous gasses, and maximum reducing the loss of energy has been achieved by the alleged invention, satisfying the aim of the utilizing the maximum possible energy of the fuel and the non-eco- friendly gases will also be emitted less considerably well in the proportion of saving of the fuel from present consumption level of fuel.

Object of the Invention:-

The important object of the present invention is that drastic saving of precious fuels and generation of high torque with small size of I C engine.

Further important object of the present invention is the drastic reduction in the emission of hazardous gases,

Further very important object of the present invention is that for the fuels, which the invention here meant are gasoline (petrol), diesel and gas, to get the maximum possible [practically] efficient internal combustion engine which can utilize the maximum energy of the fuel that generates after the combustion of the fuels.

Further very very important object of the present invention is that, in the present time the different models of I C engines exploit 26 energy of the fuel out of which approx 6 % is wasted in the form of internal friction and 20% reaches to the wheels but the present invention will improve the exploitation up to the level of approx 66% or more out of which more than 60 % will reach at wheels. That means appox 200% or more than that will be the percentage of the improvement in efficiency.

The second main object of the invention will be the making of CICE more eco- friendly by reducing substantially the emission of hazardous gases as carbon mono oxide etc.

Another object of the IC engine invented will be to get more power full IC engine with small seize or parameters because the improvement in the torque generated will be in the same parameters.

And the alleged invention is to minimize the internal frictional loses as in the alleged invention the side thrust during power stroke will be substantially less than the CICE's side thrust because in the EHEICE the angle between the pressure generated and pressure applied on crank through connecting rod on the crank arm will be substantially less than that is in the CICE and the responsible factor for the side thrust is sin of the angle.

The wear tear due to the side thrust will be decreased substantially hence precious time, material and money of the users will be saved.

These points are very important in respect of the heavy machines as rail engines or so many others.

Description with reference to drawings and diagrams

Figure 1 : shows that after fitting what will be position of the crank and connecting- Rod when the crank has moved 90 degree from its zero position or approx 70 degree from the Extended TDC [ETDC] .

Figure 2: The cut /space(8) in the bottom of the piston so that the movement of the

connecting rod is not blocked during compression stroke.

Figure 3: The cut /space in the bottom of the liner(9) so that the movement of the connecting rod is not blocked / obstructed during compression stroke. Figure4: Shows the crank-plate(lO) with crank arm frequently mentioned

Figure 5 : shows the design of the cam / timer[ 11,12,13,14].

Figure 6: Shows the crank arm in crank-plate fitted with cam / timer.

Figure 7: the connecting rod with four holes [15,16,17,18] to be fitted with different parts . Figure 8: Shows the two pair of wheels to be fitted in the connecting rod in hole no 16

and 18.

Diagram no- 1 : Shows the position of connecting rod, piston, crank arm etc. Fitted internally for IHEICE.

Diagram no-2: shows the position of connecting rod, piston, crank arm etc fitted

Internally for CICE.

Diagram no-3: shows the forces generated in CICE after combustion and their angles

Diagram no-4: shows the forces generated in IHEICE after combustion and their angles.

Prior art:

The conventional engine has block head fitted to the chamber sheet in such a way that the centre of piston connecting rod and crank centre are in one line that is the axis of crank and cylinder when the crank is at TDC or BDC. But in IHEICE [invented internal combustion engine] the piston position is off set in respect of axis of the crank. So these parts are never in one line in IHEICE.

All the internal combustion engine are bound to have head block crank and a structure known as chamber sheet to hold above said parts. So both the engines say CICE and IHEICE will have these parts as common.

Summery of the invention:

The IHEICE gives wonderful results just for its design or respective relation of these parts that is crank and piston because for conventional setting the arm available from starting [TDC] is zero in form of driving component becoming zero. And fuel's energy produced after combustion is never exploited or harnessed completely when the engine starts exploiting power after TDC.but in IHEICE the fuel's energy produced after combustion is harnessed

/exploited to maximum possible level when the engine starts exploiting power after ETDC.

The main improvement in IHEICE is the fitting/arrangement of the piston connecting rod and crank. Other wards are simply the arrangement of piston in respect of crank which is shown in figure no (1) and the design of there fitting internally will be same. Due to this arrangement there is created a problem that for exploiting power from 60 degree onward the displacement [gap] is created inside the head due to downward movement of the piston for that 60 degree movement of the crank from traditional TDC. To fill this gap the connecting rod with timer/ cam and wheels is used.

As connecting rod, crank with crank plate, and piston are used conventionally. Only there design will be changed slightly as shown in the figures. Each part's parameters changes according to the seize of the engine

For example a gap of 9 mm will be created inside head for IHEICE and then the timer will have to lift piston from TDC to 60 degree 9mm so that piston's linear movement is zero in respect of angular movement of the crank up to the 60 degree. And hence the cam / timer outer height will be 9mm and inner hole will be according to the diameter of the crank pin.

And this is applicable only when the bore and stroke of the engine is 50 mm,

With the change in bore and stroke these parameters will change.

Actually the I C Engine is only made of parts crank, connecting rod, piston and magnet with system of controlling ignition point and a structure to hold these parts as per desire and as per results probability. When we change this settlement/arrangement as in IHEICE the improvement in the result is astonishing. DETAILED DISCRIPTION OF THE INVENTION: -

The present invention relates to an improved high efficiency internal combustion engine [IHEICE] wherein the improvement is capable of utilizing the maximum possible energy out of the energy generated after the combustion of the fuel inside the head irrespective of the fact, the fuel is used. The existing or the conventional internal combustion engine [CICE] looses major portion of the heat energy produced after combustion inside the head in the form of conduction radiation and exhaust as well as the friction internal. When the pressure inside the head is maximum, the driving force component of the pressure at the crank is sin value of the angle, connecting rod makes with center of the crank and that is practically zero increasing gradually in CICE. The sin value for zero is zero and there from increasing. At 10 degree, the maximum force inside the head is achieved in CICE with the increase in the volume corresponding. But the sin value of that angle is very small so the thrust on the body is a major portion of the force so generated and the driving force responsible for the mechanical work or efficiency is very small as given in diagram-3.

The driving force in CICE at the 30 degree [angle A diagram-3] approx movement of the crank is maximum and there after for displacement of the piston it going on decreasing. The full possible value of the pressure generated inside the head is never converted into the mechanical work and the major portion of the energy is lost to the atmosphere in different aforesaid forms.

In CICE when the driving force factor maximizes the pressure inside the head becomes less for displacement and the maximum pressure than this cannot be created for opposing forces of the compression stroke negating the efficiency.

The different fuel takes different time in its complete combustion due to the design ,mode of ignition and point position of the ignition so there will be minor changes with the design for different fuels and there respective use .but the main design with main parts will be same. The present discussion is in respect of engines using petrol as fuel.

The petrol takes approx 68 degree time of crank movement in completing the combustion for single point ignition at the normal rpm suggested in any engine for any maximum efficiency. The time will be same but degree will be different for different design .up to some extent that energy due to the time in completion of the combustion or burning of the fuel is used by CICE and the rest is wasted in the form of exhaust and conduction and radiation. Because the ignition in the CICE single point is at 20 degree before the TDC so after 20 degrees the volume starts increasing and never full pressure is created and heat energy is wasted in the form of exhaust mainly. And this mechanical fault is mainly responsible for the low efficiency of the CICE.

The heat energy losses due to conduction and radiation are about approx 37% and in the form of exhaust are about 37% and the factional internal loses are about 6%. The figure concerning the heat energy loses through different ways may differ slightly for different engines, and approx 20 %reaches at the wheels. Wherein characterized in that, In the design of IHEICE the head block and chamber sheet are so fitted to each other that, when the crank moves 90 degree from its zero position [traditional TDC], the angle between connecting rod and crank arm is right angle or 90 degree as shown in the figure written as IHEICE as given in Figure -1 and diagram no -1 & 4, for the purpose new design of block liner piston crank and chamber sheet will be required.

The liner will have a space in the base so that the movement of the connecting rod during the compression stroke is possible, as given in figure -3 point-9.

Similarly the piston will need changes in the same fashion in the form of cut or space- point -8 in the bottom so that during the compression stroke the piston does not creates obstacle to the movement of the connecting rod.

The mechanism details for covering the displacement due to the crank's movement up to the 60 degree where we start the exploitation of the power/pressure generated after combustion..

1- two timer/cams are fitted to the both inner side of the crank plate so that they can manipulate the movement of the connecting rod as per requirement as shown in the figure -

6.

The cam /timer's parameter are so made that they manipulate the piston with the help of connecting rod to stand still/at rest up to the position of 60 degree of the crank movement from the position of crank at the ETDC of the IHEICE where we starts exploiting the power of the pressure in the form of torque. The cam/timer is fitted with the crank plate so that they can be changed for the wear tear of being used for long time.

2- the connecting rod is so redesigned that there are 4 holes in it. Three holes are circular in shape and one is approx elliptical the holes are named point-15, 16, 17 and 18 in the given figure-7.

Point-15- Hole for the purpose of connecting piston to the connecting rod with the help of the Gudgeon-pinion.

Point- 16- Hole for a pair of wheel and bearing which will run on the timer/cam.

Point- 17- Hole elliptical [approx] for the crank pin and bush/bearing.

Point- 18- Hole again for a pair of wheels and corresponding bearing.

The ignition in the engine is taken at the 25 degree before the zero degree position [TTDC] of the crank or 45 degree before the ETDC of the IHEICE,[ In IHEICE the TDC is 20 degree of the crank movement named Extended TDC (ETDC)]. The stroke length of the IHEICE performs is different for different strokes in comparison to the stroke length of the CICE.

The carburetor will also need changes in respect of the hole supplying fuel and the sliding rod controlling fuel supply for accelerator. The hole controlling the fuel supply for stand-by mode will also be of small size as per requirement.

Therefore the present invention is being illustrated with reference to foregoing drawings, that, an improved high efficiency internal combustion engine characterized in that the piston (2) as shown in fig.1 wherein the piston is on "y" axis and centre of the crank (6) figure- 1 is at "x" axis then the angle between them becomes always 90 degree irrespective of crank or piston movement, which is said to be a piston off-set with respect to the centre of the crank.

In the further embodiment of the alleged invention is that the invented engine gets obstruction during there movement from EBDC[extended bottom dead center] to ETDC, in which the connecting rod get's obstruction by piston in its movement, to avoid the obstruction the said piston (2) has a cut at its base (8) as shown in figure (1) and figure (2). The shape and size of the cut portion depends upon the shape and size of the area between point (15) and (16) of the connecting rod as shown in figure (7).

Further embodiment of the alleged invention is, wherein a piston (2) moves inside, the liner (1) figure (1) , during its movement will have an obstruction, to the connecting rod ( figure 7) when the crank moves from EBDC to ETDC, consequently the liner will also obstruct the movement of the crank - plates as shown in figure 1. To avoid this obstruction liner (1) modified with a cut space (9) figure-3 at the base of the liner. The shape and size of the cut space portion (9) will depend upon the shape and size of the new connecting rod as shown in figure (7), the shape and size of the cut /space portion also depends upon the types of engine, i.e whether the engine is with crank - plate or without crank plate also depends upon the shape and size of the crank - plates as shown in figure 1.

In the further embodiment of the present invention is that the crank plates at the hole (5) figure (1) or at the end point of the arm of the crank figure -4 may have different design because some times engine uses separated flywheel in place of crank plate, therefore the cam / timer as shown in figure (5)and the figure (6) on which the wheels 23 , figure-8 fitted with connecting rod will make a move may have slightly different design and fittings. The slope of the cam/timer is designed as when the upper wheel of the connecting rod starts coming down the cam, the lower wheel starts going up the cam. The height of the cam depends upon the bore and stroke of the engine and will differ with every engine as the height of the cam is just to cover the displacement of the piston inside liner in the invention.-

A new connecting rod as shown in figure-7, wherein the design of the engine will create a displacement due to its design which will down the compression - ratio for new

5 degree of ignition. To cover that the piston will have to stay at the top position of its height up to desired degree movement of the crank harmonious with the ignition option for which new connecting rod (4) figure- 1 has been modified with four holes figure-7. Three holes are circular in shapes that's are hole(15), (16), (18) as shown in figure 7 and one hole (17) is in elliptical shape. The hole 15 is for joining connecting - rod with the piston with the help of

L0 gudgeon - pinion. The hole (16) and hole (18) are for the pair of wheels (23) figure 8; the wheels are fitted in the hole with the help of the bearings (24) figures-8. The hole (17) is for the accommodation of bearing / bush with the crank - pinion. The connecting - rod with the help of holes (17) will slide over crank-pinion bearing / bush harmonious with the position of the both pair of wheels on the cam / timer in accordance with the movement of the crank.

15 In the further embodiment of the present invention is that the pair of wheels are made in two parts (19),(20),(21),(22), as shown in figure 8 it could be attached to the connecting - rod with the help of bearing / bush (24) as shown in figure 8. Wheels are fashioned together with the help of threads of the axle of the wheels (20) (21) as shown in figure 8 with bearing inside and complete set inside the hole ( 16) and hole (18) of the connecting - rod.

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Advantages of the present invention:

1- a new generation of I C Engine with high efficiency will be possible.

2- precious fuel will be saved up to approx more than 66% to the present consumption.

3- the engine is most eco friendly as EHEICE is emitting substantially low level of hazardous 15 gases.

4- high power engine with small seize will be possible

5- Wear and tear to piston and liner will be reduced substantially for lower side thrust.

6- fIying object will become highly efficient as the weight of the required engine will be curtailed substantially.

30 7- So many machines will get new meaning for new design's high pick-up

8- Carburetors new generation will come out as per requirement. 9- the machine will be efficient at high rpm in comparison to CICE so the new gear box with new other meaning will come into existence.

10- Total internal friction will decrease for vertical [apprpox] setting of the connecting rod in power stroke.

PROCESS:

The carburetor will supply approx l/3 ^rd fuel per combustion in IHEICE in comparison to the fuel required in CICE in the intake stroke. The fuel mixed air will be compressed in the compression stroke up to the ETDC but the ignition will take place at about 45 degree before ETDC of the IHEICE. After ETDC of IHEICE in the power stroke the piston will stand at rest for next 40 degree so that the crank rotates up to the 60 degree where we starts exploiting the power when the piston starts linear movement down ward due to which the pressure is exerted on the connecting rod for the pressure created or generated after combustion. At this time the fuel is burnt completely and the heat energy is just to radiated and conduct through metal. The displacement for these degrees is gradually increasing and sufficiently large in comparison to the CICE. So the heat energy is absorbed and used more than CICE for conversion to mechanical work

Now the exhaust stroke takes place and gases are released to the atmosphere.

In this design, at the starting point the driving force component is sin 60 = 0.866 whether in the CICE it is zero. [Of the pressure inside the head]

After 60 degree of the crank movement the displacement of the piston is large for similar degree angular movement of the crank and gradually increases up to the centre so the time in linear movement of the piston is saved as well as the pressure maximum is created. And we get maximum possible efficiency of the I C engine.

In this process the exploited torque is approx more than three times to the torque generated in CICE for same fuel amount And the energy so far lost to the atmosphere is trapped and used as mechanical work