Document Type and Number:
WIPO Patent Application WO/2001/081743
Kind Code:
A1
Abstract:
The Z-crank mechanism, according to the enclosed report and pictures, having with spur gears synchronized, to different directions rotating crank shaft halves, from which two connecting rods leave to the piston, removing the side force of the piston and making the twin piston construction possible and also making it possible to use the under part of the other piston as a compressor piston.
Inventors:
JANHUNEN TIMO TAPANI (FI)
Application Number:
PCT/FI2001/000390
Publication Date:
November 01, 2001
Filing Date:
April 23, 2001
Assignee:
JANHUNEN TIMO TAPANI (FI)
International Classes:
F01B9/02; F02B75/06; F02B75/24; F02B75/32; (IPC1-7): F02B75/32; F02B75/24
Foreign References:
| GB450804A | 1936-07-24 | | | |
| US5873333A | 1999-02-23 | | | |
| US4690113A | 1987-09-01 | | | |
| FR1001598A | 1952-02-25 | | | |
Other References:
PATENT ABSTRACTS OF JAPAN
Claims:
PATENT CLAIMS
| 1. |
The Zcrank mechanism, according to the enclosed report and enclosed pictures, having two to the opposite directions rotating crank shaft halves, from which leaves two connecting rods to the piston, removing thus the side force of the piston, characterized in that the synchronization of the crank halves is realized by means of a spur gear wheel system and a auxiliary axle, according to the enclosed pictures, the halves of the crank shafts rotates to the opposite directions. (Pictures 13). |
| 2. |
Crank mechanism, according to the patent claim 1, characterized in that there are counterweights in the halves of the crank shafts in order to compensate the mass forces of the 1. order. |
| 3. |
Crank mechanism, according to the patent claim 1, characterized in that it has a twin piston construction. |
| 4. |
Crank mechanism, according to the patent claim 1 and 2, characterized in that it has a twin piston construction. |
| 5. |
Crank mechanism, according to the patent claim 3, characterized in that the other end of its twin piston is also used as a compressor piston. |
| 6. |
Crank mechanism, according to the patent claim 4, characterized in that the other end of its twin piston is also used as a compressor piston. |
Description:
PATENT APPLICATION Z-CRANK MECHANISM In the present combustion engines, about 30% of the friction losses comes from the friction, caused by the side force of the piston. The side force of the piston has been eliminated for instance with solutions according to the patents GB A 1193993 and EP A 779421.
EP 0779421 A 1 deals with the removing of the side force of the piston with a crank shaft, synchronized with bevel gear and with especially short connecting rods (in the Z-crank mechanism, there are spur gears and connecting rods having normal lengths). In the engine, there is a so called "tandem"cylinder (it connects not with Z-crank mechanism). In the patent GB A 1193993, there is a little bit like solution, based on bevel gears (it differs totally from the Z-crank mechanism).
Some disadvantages of the solutions based on the bevel gear is the poor efficiency and the axial force, caused by it, leading to difficult bearings and to a poor efficiency. The efficiency of the spur gears is considerably higher and the manufacturing of it is much easier. The axle of the transverse bevel gear cannot be used as a collecting axle of the power, if one wants to unite many equal engine units. The integration of the needed bevel tooting direct to the crank shaft halves is expensive and troublesome (see before mentioned patents).
The Z-crank mechanism with two connecting rods, according to the attached report and the pictures removes the side force of the piston. The caused rotating moment in the piston can be taken against for example with connecting rods, as in the case shown in the pictures. A counter piston can too for example be connected rigidly to the piston and its other end can be used as a compressor piston, when needed (enclosed pictures). The opposite directions of the rotation of the crank shaft halves are caused by means of spur synchronization gear wheels and auxiliary axle. Even many crank axle pairs can be put one after another, when needed. The forces of the first order can be balanced by means of counter weights in the crank shaft halves (see enclosed picture). Equal constructions as the here presented Z-crank mechanism and its applications are not to find in the literature and not the patent publications. It improves considerably the efficiency of the combustion engine and it is a new invention in the field. Pictures 1-3.
