Stock system of a V-engine

This invention concerns the stock system of a four-stroke V-engine in accordance with the introduction of claim 1.

In known stock solutions of V-engines, the strokes of some or even all cylinder pairs overlap each other. This disadvantage incurs mechanical and thermal strain and motor vibration and also disadvantageous ventilation coordination, involved in overlapping.

Unnecessary mechanical strain is incurred mainly when the power stroke of both cylinders in a cylinder pair commence one after the other, overlapped, so that the crank shaft has only rotated as much as what the angle between the cylinder pairs is, such as 90 degrees. On the other hand, there is a 450 degree sector between them with no mechanical strain on the crank shaft. This also increases above all tangential and torsional impulses in the engine.

The overlapped power stroke is also a component of thermal strain which is also incurred by overlapped exhaust strokes. This disadvantage increases impulses and creep values and decreases the charging pressure in the exhaust charger.

Similarly, with respect to suction air, overlapping causes concomitant inlet, and the cylinders need to "compete" over the same suction air. This problem exists in engines furnished with a roots charger. It has been remedied with double-deck manifolds, which cause lack of space in the engine room.

The purpose of the present invention is to eliminate the above disadvantages and to provide a more durable and more powerful V-engine with lower impulses.

To be more exact, the stock solution according to the invention is characterized by the features presented in the patent claims.

In what follows, the operational principle of the invention is described in more detail by means of four structural figures (1-4) and one diagram (5).

The system is based on two different functions on the crank shaft; functions between groups A and B (1) and between groups B and A (2).

Function 1 takes advantage of the angle between the cylinder groups (figures 1 and 2). The order changes as the piston 1 of the cylinder Al actuates the connection rod 2, whereby the crank 3 rotates from stage 315 degrees to stage 45 degrees, or 90 degrees, and simultaneously the adjacent crank 4 actuates the connection rod 5, lifting the piston 6 of the cylinder B2 to the top dead centre.

Function 2 is composed of two constituent functions (figures 3 and 4) so that the above example continues as follows: While the piston 6 of the cylinder B2 actuates the connection rod 5, the crank 4 rotates to stage 135 degrees, or 90 degrees, whereby the third crank 7

(different from 1 or T) is at stage 315 degrees, making a fold 8 of 180 degrees, whereby the connection rod 9 actuates the piston 10 of the cylinder A4 to the top dead centre.

As described, the functions 1 and 2 above alternate in the solution. The example is based on a V-8 solution, with reference made to diagram 5.

The quantity of the cylinders can be increased as necessary by setting 8-based or 12-based crank shaft structures one after the other. This applies with the pattern: The angle between the cylinder groups (30/45/60/90 degrees) / quantity of structures. For example: 90 / 2 = 45 degrees, therefore the second structure follows the previous one with a 45 degree delay.

To provide optimal ventilation coordination, the exhaust manifolds should be installed cylinder group specifically so that the exhaust manifolds of the 8-based structures with respect to both groups are 4-2-1, 12-based 6-3-1, 16-based 8-4-2-1 and 24-based 12-6-3-1. This provides constant-pressure ventilation to the exhaust charger. It is preferable to use the same principle also in the suction manifold, so that depending on the installation, adjacent cylinders in a cylinder group are ventilated by the same pipe (1-2). The said advantage is based on nonsimultaneous ventilation.