VARIABLE COMPRESSION RATIO DEVICE

Abstract

A rotation coupler for an internal combustion engine includes a ring gear configured to rotate about a first axis. The rotation coupler further includes an input pinion gear configured to transfer rotation of a crankshaft of the internal combustion engine to the ring gear to cause the ring gear to rotate about the first axis. The input pinion gear is eccentrically movable relative to the first axis. The rotation coupler further includes an output pinion gear configured to transfer rotation of the ring gear about the first axis to a flywheel of the internal combustion engine.

Claims

1. A rotation coupler for an internal combustion engine, the rotation coupler comprising: a ring gear configured to rotate about a first axis; an input pinion gear configured to transfer rotation of a crankshaft of the internal combustion engine to the ring gear to cause the ring gear to rotate about the first axis, wherein the input pinion gear is eccentrically movable relative to the first axis; and an output pinion gear configured to transfer rotation of the ring gear about the first axis to a flywheel of the internal combustion engine.

2. The rotation coupler of claim 1, wherein the input pinion gear is configured to rotate about a second axis, and wherein the second axis is eccentrically movable relative to the first axis based on a position of the crankshaft.

3. The rotation coupler of claim 2, wherein eccentric movement of the second axis relative to the first axis corresponds with eccentric movement of the crankshaft associated with a variable compression ratio of the internal combustion engine.

4. The rotation coupler of claim 1, wherein the output pinion gear is configured to rotate about a third axis, and wherein the third axis is fixed relative to the first axis.

5. The rotation coupler of claim 1, wherein the input pinion gear and the output pinion gear have a same diameter so that the output pinion gear rotates at a same angular velocity as the input pinion gear.

6. The rotation coupler of claim 1, wherein the ring gear comprises a plurality of inner teeth, wherein the input pinion gear comprises a first plurality of outer teeth, wherein the output pinion gear comprises a second plurality of outer teeth, and wherein the first plurality of outer teeth and the second plurality of outer teeth are configured to mesh with the plurality of inner teeth.

7. The rotation coupler of claim 1, wherein the input pinion gear and the output pinion gear are configured to rotate within the ring gear.

8. An internal combustion engine, comprising: a crankshaft configured to rotate about a first axis, wherein the first axis is eccentrically movable relative to a second axis; a flywheel configured to rotate about a third axis; and a rotation coupler configured to transfer rotation of the crankshaft about the first axis to the flywheel, wherein the rotation coupler comprises: a ring gear configured to rotate about the second axis; an input gear coupled with the crankshaft and configured to rotate about the first axis, wherein the input gear is further configured to transfer the rotation of the crankshaft to the ring gear to cause the ring gear to rotate about the second axis; and an output gear coupled with the flywheel and configured to rotate about the third axis, wherein the output gear is further configured to transfer rotation of the ring gear about the second axis to the flywheel.

9. The internal combustion engine of claim 8, wherein the input gear is eccentrically movable relative to the second axis together with the crankshaft.

10. The internal combustion engine of claim 8, wherein eccentric movement of the first axis relative to the second axis corresponds with eccentric movement of the crankshaft associated with a variable compression ratio of the internal combustion engine.

11. The internal combustion engine of claim 8, wherein the third axis is fixed relative to the second axis.

12. The internal combustion engine of claim 8, wherein the input gear and the output gear have a same diameter so that the output gear rotates at a same angular velocity as the input gear.

13. The internal combustion engine of claim 8, wherein the ring gear comprises a plurality of inner teeth, wherein the input gear comprises a first plurality of outer teeth, wherein the output gear comprises a second plurality of outer teeth, and wherein the first plurality of outer teeth and the second plurality of outer teeth are configured to mesh with the plurality of inner teeth.

14. The internal combustion engine of claim 8, wherein the input gear and the output gear are configured to rotate within the ring gear.

15. A device, comprising: an input gear configured to rotate about a first axis; a ring gear configured to rotate about a second axis based on rotation of the input gear about the first axis, wherein the first axis is eccentrically movable relative to the second axis; and an output gear configured to rotate about a third axis based on rotation of the ring gear about the second axis.

16. The device of claim 15, wherein the input gear is configured to couple with a crankshaft of an internal combustion engine, and wherein eccentric movement of the first axis relative to the second axis corresponds with eccentric movement of the crankshaft associated with a variable compression ratio of the internal combustion engine.

17. The device of claim 16, wherein the output gear is configured to couple with a flywheel of the internal combustion engine.

18. The device of claim 15, wherein the third axis is fixed relative to the second axis.

19. The device of claim 15, wherein the input gear and the output gear have a same diameter so that the output gear rotates at a same angular velocity as the input gear.

20. The device of claim 15, wherein the ring gear comprises a plurality of inner teeth, wherein the input gear comprises a first plurality of outer teeth, wherein the output gear comprises a second plurality of outer teeth, and wherein the first plurality of outer teeth and the second plurality of outer teeth are configured to mesh with the plurality of inner teeth.

Description

[0029] Also, it is worth mentioning that it is essential that there is an adequate design, for each engine, that contemplates the compensation of any differences in angle in the rotation of the crankshaft (112) in relation to the rotation of the camshaft (154), so that the timing and, consequently, the efficiency of the engine set is not impaired. However, such compensation may be better resolved by the motor electronics unit itself.

CONSIDERATIONS ON THE FEASIBILITY OF THE INVENTION

[0030] In order to enable the execution of this patent proposal, CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO, making it interesting to the automotive industry, whether of motor vehicles, motorcycles or stationary engines and all other engines derived from these applications, the objective here was, within the same inventive concept, to show effective, economical, easy to implement and maintain solutions. To this end, this new design proposal offered by this patent, CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO, may be included in the new designs of internal combustion engines, which allows the variation of the compression ratio of these engines. For its simplicity, as presented in this Specification, several designs of various current engines may benefit from this Patent, with slight changes thereto. It is also possible that the coupling device focused on this Patent may be included in some of the engines already available; in this case, such inclusion may be made through adaptive modules (kits) that the market may eventually offer, as long as it considers them to be mechanically and economically viable and advantageous.

[0031] The solution proposed in this Patent, CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO, basically consists of changing the distance between the crankshaft (also known as crank shaft or connecting-rod shaft) (112) and the top of the cylinders, keeping the size of the connecting rods (109) and crankshaft (112) constant. This variation in the crankshaft's position (112) will be achieved through an additional bearing, with an eccentric body (132) that, varied by the rotation imposed by a stepper motor (135), associated with a gear (126) axle (127), drives the main gears (124 or 125) connected to the eccentric bearing (132), causing the piston (108) to be displaced from its position, allowing to change the minimum or compressed volume of the cylinder (107). The variations imposed on the compression ratio will be controlled by an electronic control unit (135), which may be the same used for the general control of the engine, as long as it also allows the control of this device. In the eventual adaptation of the device detailed herein, it may be necessary to provide an exclusive electronic center for the device. But the innovative detail consists of the mechanism that makes the perfect coupling of the variations of translation and rotation, imposed on the crankshaft (112), that is, the coupling assembly, (which, within the same inventive concept, can be made possible in various embodiments), transmitting them to the external elements of the engine, the camshaft and the engine flywheel (150), solely as rotational movements, similar to what occurs in a conventional engine.

DETAILED DESCRIPTION OF THE INVENTION

[0032] Referring to FIGS. 104, 105, 106, 115, 116, 118, 119, 120, 121, 123, 124 and 125, it appears that the CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO consists, in essence, of a set of mechanical, electrical and electronic parts and accessories that, combined, promote the raising or lowering of the crankshaft (112), which, in turn, will change the distance from the piston (108) to the top of the cylinder (107), through the connecting rod (109). As a result, there is a change in the volume of the combustion chamber (115a and 115b), imposing changes in the compression ratio of the engine (FIG. 115a and FIG. 115b) to which the device is associated. For the crankshaft (112) to have its position changed, it is supported on eccentrics (132), which are moved by complete (136 in FIG. 115) or partial (that is, semi gears) massive (124 in FIG. 113) or hollow (135 in FIG. 114) gears, or rods (FIG. 118). Driving these gears associated with the eccentrics (132) we have other intermediate gears (126), fixed to an axle (127) responsible for joining as many gears as there are eccentrics (132). At one end of this axle (127) is optionally fixed a gear (128) that drives the axle (127), such gear being also optionally driven by a worm screw (or worm gear) (131). In turn, this worm screw (131) is attached to an axle shaft (130), an extension of the axle of a stepper motor (129). The purpose of this stepper motor (129) is to generate the rotation movements at exact angles, determined by an electronic control unit (135), programmed to determine, through the gears and associated axes, the exact positioning point of the crankshaft (112) to produce, in the combustion chamber (115a or 115b), the compression ratio most suitable for the fuel or fuel mixture used in the internal combustion engine, depending on the analysis of the various engine sensors and their parameters, in order to obtain the best efficiency thereof. With this, the internal combustion engine is operating within the best possible characteristics with the correct compression ratio.

[0033] The most important, innovative part and focus of this Patent is the coupling assembly or coupling assemblies that, through two types of gears each, the largest type, with internal teeth, and the smallest, with external teeth, transform the rotational and translational movements of the crankshaft (112) only in rotation, resulting in that, on the outside, this internal combustion engine works similarly to a common engine, which has not incorporated therein, the CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO. FIGS. 105 and 106, 108 to 112, 117 to 125 show these types of gears with inner and outer teeth, essential parts of the coupling assemblies.

[0034] The coupling assembly, always within the same inventive concept, whose function is to transform the rotational and translational movements of the crankshaft (112) only into rotational movement, can be implemented in various ways, as presented in this Specification, in many other possible ones, namely, a) coupling assembly comprised of an internal gear cylinder (121a and 121b), in pairs, with gear associated with each side of the crankshaft (112)in this case, the gears with external teeth (133 and 123) are connected to the crankshaft (112), one at each end of this shaft (112) and also the external gears belonging to the axles (134 and 122), connected, respectively, to the engine flywheel's (150) flange (118) and to the axle (122) connecting to the external controls of the motor; b) coupling set comprised of a single internal gear cylinder (121a or 121b), only on the side of the crankshaft (112) where the engine flywheel's (150) flange (118) is locatedon the opposite side of the crankshaft (112), there is the current sets of toothed pulley (151), which transmit the rotational movements to the axle of the motor control [in this case, a turnbuckle element (153) of FIG. 119, properly assembled, will eliminate the variations of the translations of the crankshaft (112)]; c) coupling assembly comprised of gear with internal teeth (121c of FIGS. 119 and 120), as part of the engine flywheel's (150) flange (118)in this case, there is only one gear with external teeth (120b), associated with the crankshaft (112) [in this alternative there will also be the tender of a turnbuckle (153), with the same purpose mentioned above]; d) coupling assembly as a variant of the form mentioned in (a), the gear (121c of FIG. 121) is part of the crankshaft (112)on the opposite side of the crankshaft (112) is the toothed pulley (151), together with the turnbuckle (153), with the same purpose as mentioned in (b) and (c), in this paragraph; d) coupling assembly designed with varied combinations of external and internal gears, incorporated in the engine flywheel's (150) flange (118) or incorporated in the crankshaft (112), as is detailed in FIGS. 121, 123, 124 and 125.

[0035] Based on the same inventive concept, FIG. 118 presents another solution, which is to change, through rods and not gears, the distance from the crankshaft (112) to the top of the cylinder (17), where the combustion chamber (115) is located, and transform the rotation and translation movements of the crankshaft (112) and its associated gears (120a and 120b), through the coupling assemblies (121a, 121b), with the alternatives described in the previous paragraph, in rotation-only movements, to be transferred to the gears (123 and 133), which, respectively, are joined to the axles (122) of the external motor control and (134) of the engine flywheel's flange. This other solution or invention does not make use of the gears (124, 125, 126, 128 and 131) and other associated components (127, 131). The set of new components is detailed below: the stepper motor (149), under the command of the electronic command center (150) that promotes a rotation of the axle (148), in degrees defined by the aforementioned center (150). Attached to the axle (148), through a fixed (147), there is a rod (145), which transfers the movement of the axle (148) of the motor (149) to an articulated joint (146), which causes the movement in another articulated rod (144) at both ends which, in turn, move, through the articulated joint (143), the axle (142). This axle (142), fixed to the rods (140) will rotate the eccentrics (132), as it is fixed to them. As seen in FIGS. 104, 105, 106 and 115), the rotation of the eccentrics (132) will cause the crankshaft (112) to have its distance changed, which will cause the distance from the piston (108) and relation to the top of the cylinder (107) to also be changed, imposing on the combustion chambers (115) a change in their volume, resulting in a variation in the compression ratio, which is the main objective of this patent CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO. Here the couplings (121a and 121b) are also an indispensable part of the device. As an additional alternative of this type of drive (by rods), the coupling assemblies may also be incorporated in the flange (118) of the crankshaft (150) and the toothed pulley (151), thus eliminating, in each coupling assembly, one of the gears with external teeth.

[0036] Seeking to cover the maximum applications of the inventive concept defended herein, that is, to vary the compression ratio of the cylinders of internal combustion engines by varying the distance between the crankshaft (112) and the top (TDCtop dead Center) of the cylinders (17 of FIG. 101) using several eccentrics (132), transferring the rotational movements (normal in all crankshafts) and circular translation (exclusive of the present device) through one or more appropriate coupling mechanisms, herein called the coupling assembly or coupling assemblies, they are presented in various versions (121a, 120a, 123, 121b, 120b and 133 of FIGS. 104, 105, 106, 108, 109, 110, 111, 112, 116, 117 and 118; 120b and 121c of FIGS. 119, 120, 121 and 122; 120b, 120b, 121c and 121c of FIGS. 123, 124 and 125). Another denomination for this coupling mechanism may be coupling gear assembly, formed by inner and outer gears.

[0037] In order to further reduce the complexity, number of parts, maintenance and dimensions in the implementation of the CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO, it is observed in FIGS. 120, 121, 123, 124 and 125, proposals for insertion of the coupling assemblies directly in the assemblies formed by the engine flywheel's (150) flange (118) and the pulley (151) of the camshaft (implied). Possibly, these are the alternatives to be preferred by the designers and maintenance mechanics, due to the fact that they can, in this way, achieve the same objectives with a smaller number of parts.

Additional Comments on the Invention

[0038] Without exhausting the applicability of this patent, CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO, there is, for example, the alternative of, before starting the engine, placing the compression ratio in the lowest position allowed by the assembly, resulting in less opposition to the movement imposed by the starter engine, as the internal combustion engine is looser, freer. Soon after the engine fires up (starts), the combustion rate can be reset to the optimal value at the desired speed. This alternative will allow more economical starters, in addition to reducing the initial shake while the internal combustion engine has not fired up, that is, it has not started to run on its own.

[0039] Another common condition is the need of changing the compression ratio when the vehicle engine is at varying speeds, accelerating or decelerating, with single fuel, for example, common, additive gasoline, common or additive ethanol (alcohol), natural gas, diesel, biodiesel, etc., or with the permitted blends of the aforementioned fuels. With this, this Patent CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO, by providing a rational solution to manage and change the compression ratio of internal combustion engines, will favor the improvement of the efficiency of these engines in any conditions, with the consequent reduction of fuel consumption and environmental pollution, reduction of the size and weight of the engines as a function of greater power in smaller volumes, allowing the manufacturing of equivalent-power, lighter and cheaper engines, with the inclusion of the present device and, even so, more economical and less pollutants.

[0040] An important feature of the CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO in relation to all other known technological proposals that intend to allow the variation of the compression ratio, is not to have moving parts associated with the mobile power components of the internal combustion engine, such as crankshaft (112), connecting rods (109) and pistons (108), except for the movements of the couplings, thus reducing wear and static and dynamic weights on the engine.

[0041] Regarding the application of CRANKSHAFT COUPLING DEVICE APPLICABLE TO INTERNAL COMBUSTION ENGINES WITH VARIABLE COMPRESSION RATIO in engines already in use or available designs, it may be offered, in any of the versions presented in this Specification, in the form of adaptive sets (kits), by the companies that supply auto parts, in specific models for each type of engine, previously evaluating the mechanical, economic and market feasibility. Of course, in this case, an electronic control unit specific to the kit must be provided, which works from the original electronic control unit of the vehicle, or a complete replacement of the original control unit must be offered.