Four cycle engine with load crank

A system for converting the energy created by the ignition of fuel in one or more cylinders of an internal combustion engine to rotational power, having a piston within each of its cylinders, includes one or more first connecting rods, each rotatingly affixed at a first end to the corresponding piston, a master crank to which each such first connecting rod is rotatingly attached at a second, a load crank and one or more second connecting rods, the number corresponding to the number of first connecting rods, each second connecting rod rotatingly affixed at one end to the master crank, and at the other end to the load crank. The second connecting rods may be of the same length as that of the first connecting rods, or of different length.

FIELD OF THE SYSTEM DESCRIBED HEREIN

The scope of this system described herein is to provide a solution to the construction of an engine which will provide a noticeable improvement in power generation with a given quantity of fuel power density. Types of fuel are not restricted to a single kind such as gasoline. Many devices that convert a form of rotational energy to another form of energy will benefit with the application of this system described herein.

DESCRIPTION RELATIVE TO THE PRIOR ART

For purposes of demonstration, the four cylinder internal fuel combustion engine will be used without restriction of applications to engines with more than four or less than four cylinders or no cylinders at all.

For better description of the prior art, copies of entries contained in the Wikipedia encyclopedia (http://en.wikipedia.org/wiki/Main_Page) are stated herein in quotations.

“An internal combustion engine is an engine in which the combustion of a fuel occurs in a combustion chamber inside and integral to the engine. In an internal combustion engine it is always the expansion of the high temperature and pressure gases that are produced by the combustion which apply force to the movable component of the engine, such as the pistons or turbine blades.”

“The term internal combustion engine usually refers to an engine in which combustion is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the Wankel rotary engine. A second class of internal combustion engines use continuous combustion: jet engines (including gas turbines) and most rockets, each of which are internal combustion engines on the same principle as previously described.”

“The internal combustion engine (or ICE) contrasts with the external combustion engine, such as a steam or Stirling engine in which the energy is delivered within a working fluid heated in a boiler by fossil fuel, wood-burning, nuclear, solar etc.”

“A large number of different designs for ICEs have been developed and built, with a variety of different strengths and weaknesses. While there have been and still are many stationary applications, the real strength of internal combustion engines is in mobile applications and they completely dominate as a power supply for cars, aircraft, and boats, from the smallest to the biggest. Only for hand-held power tools do they share part of the market with battery powered devices. Powered by an energy-dense fuel (nearly always liquid, derived from fossil fuels) the ICE delivers an excellent power-to-weight ratio with very few safety or other disadvantages.”

Applications

“Internal combustion engines are most commonly used for mobile propulsion in vehicles and portable machinery. In mobile equipment, internal combustion is advantageous since it can provide high power-to-weight ratios together with excellent fuel energy density. Generally using fossil fuel (mainly petroleum), these engines have appeared in transport in almost all vehicles (automobiles, trucks, motorcycles, boats, and in a wide variety of aircraft and locomotives).”

“Internal combustion engines appear in the form of gas turbines as well where a very high power is required, such as in jet aircraft, helicopters, and large ships. They are also frequently used for electric generators and by industry.”

Power Output Limit

“The amount of power generated by a four-stroke engine is related to its speed. The speed is ultimately limited by material strength. Valves, pistons and connecting rods (where applicable) suffer severe acceleration forces. At high engine speed, physical breakage and piston ring flutter can occur, resulting in power loss or even engine destruction. Piston ring flutter occurs when the rings oscillate vertically within the piston grooves they reside in. Ring flutter compromises the seal between the ring and the cylinder wall which results in a loss of cylinder pressure and power. If an engine spins too quickly, valve springs cannot act quickly enough to close the valves. This is commonly referred to as ‘valve float’, and it can result in piston to valve contact, severely damaging the engine.”

Intake/Exhaust Port Flow

“The output power of an engine is dependent on the ability of intake (air-fuel mixture) and exhaust matter to move quickly through valve ports, typically located in the cylinder head. To increase an engine's output power, irregularities in the intake and exhaust paths, such as casting flaws, can be removed, and, with the aid of an air flow bench, the radii of valve port turns and valve seat configuration can be modified to reduce resistance. This process is called porting, and it can be done by hand or with a CNC machine . . . .”

The Otto Cycle

“The four-stroke engine was first patented by Eugenio Barsanti and Felice Matteucci in 1854, followed by a first prototype in 1860. It was also conceptualized by French engineer, Alphonse Beau de Rochas in 1862. However, the German engineer Nicolaus Otto was the first to develop a functioning four-stroke engine, which is why the four-stroke principle today is commonly known as the Otto cycle and four-stroke engines using spark plugs often are called Otto engines.”

“1879: Karl Benz, working independently, was granted a patent for his internal combustion engine, a reliable two-stroke gas engine, based on the same technology as Nikolaus Otto's design of the four-stroke engine. Later, Benz designed and built his own four-stroke engine that was used in his automobiles, which were developed in 1885, patented in 1886, and became the first automobiles in production.”

Four-Stroke Cycle Operation

“Idealised Pressure/volume diagram of the Otto cycle showing combustion heat input Qp and waste exhaust output Qo, the power stroke is the top curved line, the bottom is the compression stroke.”

“Engines based on the four-stroke (“Otto cycle”) have one power stroke for every four strokes (up-down-up-down) and employ spark plug ignition. Combustion occurs rapidly, and during combustion the volume varies little (“constant volume”). They are used in cars, larger boats, some motorcycles, and many light aircraft. They are generally quieter, more efficient, and larger than their two-stroke counterparts.”

“The steps involved here are:1. Intake stroke: Air and vaporized fuel are drawn in.2. Compression stroke: Fuel vapor and air are compressed and ignited.3. Combustion stroke: Fuel combusts and piston is pushed downwards.4. Exhaust stroke: Exhaust is driven out. During the 1st, 2nd, and 4th stroke the piston is relying on power and the momentum generated by the other pistons. In that case, a four cylinder engine would be less powerful than a six or eight cylinder engine.”

Mechanical Description of the Four Cycle Otto Engine

Very many reciprocating internal combustion engines end up turning a shaft. This means that the linear motion of a piston must be turned into a rotation. This is typically achieved by a crankshaft.

Referring toFIG. 1: The main parts of four cycle internal combustion engine100in the simplified form are shown. The pistons116,117,118102, convert a linear reciprocating motion inside the cylinders (A,B,C,D)101into rotational motion of the crankshaft105.

The crankshaft105, sometimes referred to as crank, is the part of an engine which translates reciprocating linear piston motion into rotation. To convert the reciprocating motion into rotation, the crankshaft has “crank throws” or “crankpins”106,107,108,109. The crankpins have bearing surfaces whose axis is offset from that of the crank105by a pre-calculated distance115. To these bearing surfaces, connecting rods103from each cylinder attach.

The crankshaft105has in line bearing surfaces which rotate within split bearings110which are part of the main Engine Block111. The shaft, typically, connects at the ends to a flywheel112and other parts required for the proper operation of the engine. The flywheel stores rotational energy that is used to reduce the pulsation characteristic of the four-stroke cycle. Sometimes a torsional or vibrational damper113is connected at the opposite end of the shaft to reduce the torsion vibrations often caused along the length of the crankshaft.

The connecting rods103connect to the pistons with cylindrical pins to allow pivoting of the connecting rod in the process of the rotation of crankshaft.

The piston102moves114linearly up and down within the cylinder wall101.

Transferring reciprocating motion to rotary motion was made possible by connecting the crankshaft crankpins106,107,108,109, to corresponding pistons by the connecting rods103.

In the four cycle engine, the crankpins are arranged in pairs. For this example,106is paired with107and108with109. The crankpins106and107are 180 degrees opposite to pair108and109. The degree of separation between pairs for engines with more than four cylinders is less than 180 degrees around the crank axis. When one cylinder of the pair is in the compression cycle (piston moves from bottom to top) to compress the mixture of air and vaporized fuel, the other cylinder of the pair is in the exhaust cycle, (piston moves from bottom to top) to exhaust the gasses after the combustion cycle.

Referring toFIG. 2, the graph of the Pressure Volume diagram shows the four stokes of the four cycle engine.

Mixture200is compressed and combustion builds the highest pressure204at point3at which point the piston is forced by combustion in the downward direction. As the curve202shows, the pressure decreases until the piston is to its extreme down position at point4. At that point the pressure is at its minimum and further useful work is not extracted from the pressure of gasses. The gasses at that point will be exhausted with the upward motion of the piston. The upward motion of the piston will occur with the next combustion cycle in another cylinder as the rotation is sustained. Combustion occurs every 180 degrees from the previous combustion of a different cylinder.

During the time between combustions, the stored energy in the flywheel and other mechanical parts on the crankshaft will maintain rotation. The faster the rotation of the shaft and the flywheel the more the power generated. The power generated is proportional to the energy density of the mixture inside the cylinder at combustion time. The power generated with combustion is not constant as it is shown in the power curve202. In the four cylinder engine, the spike of power occurs every 180 degrees. The more often combustions occur within the 180 degrees of rotation the more powerful the rotation. That is, six cylinder engines are more powerful than four and eight more powerful than six and so on.

SUMMARY OF THE SYSTEM DESCRIBED HEREIN

Terminology

Each defined term is shown in its singular format, but may also be used herein in a plural format.

The term “crankshaft” or “crank” will be used to refer to that part of the engine whose motion is rotational.

The term “Master” or “Main” is used interchangeably to relate to the crankshaft that is attached to the cylinders by connecting rods.

The term “Master Crank” or “MC” will be used to describe the crank whose crankpins attach to the pistons of the cylinders and to the Load Crankpins.

The term “Load Crank” or “LC” will be used to describe the crankshaft that operates all loads attached to it. It receives its energy from the Main Crank.

The term “Load” is used to refer to the Load Crank and to the loads attached to Load Crank, such as the converter, transmission and other components.

The term “crank throw” or “crankpin” will be used to describe offset portions of the crank. Crankpin axis is parallel to the axis of rotation. It is used to attach split bearings of connecting rods.

The term “Load connecting rod” or “Load rod” is used to refer to the rod that connects the Master Crank to the Load Crank.

The term “piston connecting rod” is used to refer to the rod that connects each Master crankpin to the piston of each cylinder.

The term “Load crankpin” is used to refer to the crankpins of the Load Crank.

The term “Master crankpin” is a term applied to the crankpins of the Main Crank.

The word “Engine Block” or “Block” is referring to the solid engine body.

The term “supporting crankpin” is a term associated to crankpins that do not connect directly to pistons.

The term “bearing” will be used to describe the split bearing that is used to attach connecting rods to Master crankpins and to Load crankpins.

The term “flywheel” will be used to describe any attachment to the MC and LC to provide means for storing rotational energy. The stored rotational energy, due to inertia, is used to smooth out the power delivery over each rotation of the crank. Other required functional parts could be attached to flywheels.

It is the purpose of system described herein to provide means and methods by which the power density of a given fuel and air mixture within a cylinder will provide power due to combustion that will be multiplied in the process of being applied to a Load. The example described herein uses a four cylinder four stroke engine without diminishing the object of the system described herein if applied to other configurations of internal combustion engines and to mechanisms that convert rotational power to some other form such as electrical and or kinetic.

Multiplication of Power

The System described herein does not alter combustion for a given power density of fuel, but rather it operates as a different system of mechanical attachments to multiply overall power output generation.

The Otto engine portion, up to and not including crankshaft from the current Otto cycle engine is not the object of the system described herein.

Rather, the most noticeable difference is that the System described herein does not have the conventional load of the typical Otto engine applied to the engine crankshaft. Instead, the conventional load is applied to a different crankshaft (called a Load Crank). No load is applied to the original Otto engine crankshaft (Master Crank).

The Master Crank and Load Crank are connected with rods and include other mechanical means resulting in considerable power generation with the same given fuel density.

The descriptions of the mechanisms of the system described herein to achieve the multiplication of power are explained in greater detail in the specification of the system described herein.

Due to the arrangement of the crankpins of the Otto engine, the PUSH/PULL action on the Load Crank results in torque generation as if the crankpin of the Load Crank were twice as long as the Otto crank length.

In other words, if a power F is delivered to the load by the conventional Otto engine (with a given fuel density and other conditions), then the power delivered to the same load attached to the Load Crank with the same fuel density (and all other conditions constant) is nF where n>1.

The configuration described in the specification contains several elements to assist in the multiplication of power applied to the load:The Push-Pull action and multiplied force of the Master & Load crankpins work in such a way that the forces acting on the Load Crank that are moving away from the Master Crank will be the same as those forces acting on the Load Crank that is moving back towards the Master Crank. This push-pull action provides operational balance.By removing the transmission load from the Master Crank, the two Master Crank flywheels are no longer driving the heaviest load in the system, and provide a flywheel effect benefit to assist with continued perpetual motion of the Master Crank rotation.The connecting rod end bearings and roller riding surface on the Load crankpins assist the force applied to the rotation of the cranks through the benefit of the lever effect.The supporting crankpins (along with their corresponding end bearings and roller riding surfaces placed at 90° to the pistons) assist rotation at the top dead center piston firing point to apply maximum force at this weakest point of the combustion cycle.

In accordance with a first aspect of the system described herein, the engine consists of a Block that internally houses crankshafts, connecting rods, cylinders, pistons, cams, and all other supporting parts vital to other components, internal or external, for proper operation. The external shape of the Block is influenced by how the internal components are housed.

In accordance with a second aspect of the system described herein, the engine includes and operates with two or more crankshafts, or cranks, as they are commonly known.

For the description of the system described herein, two cranks will be assumed without diminishing the importance and applicability of more than two cranks. In the case of two crank usage, one crank will be labeled as the Master Crank. The other crank will be labeled as the Load Crank. Naming of cranks in multiple crank applications is not included in the present description. The Master Crank and the Load Crank have the same number of crankpins to which connecting rods attach.

In accordance with a third aspect of the system described herein, for purposes of the system described herein description, each Master crankpin accommodates two connecting rods. One connecting rod is attached directly to a corresponding piston of a cylinder. The other connecting rod attaches to a corresponding crankpin of the Load Crank. In some designs, more than two connecting rods could be attached to the same Master crankpin. Design of crankpins will vary per engine design and application.

In accordance with a fourth aspect of the system described herein, piston travels linearly up and down within its cylinder. In the most up position of the piston, the fuel mixture is fully compressed. The combustion of the fuel and air mixture at the compressed state within the cylinder applies thrust energy to the piston causing it to move to its most down position. The up and down positions are determined by the length of offset of the Master crankpins from the main axis of the Master Crank. The linear motion of the piston causes rotational motion to the Master Crank. The rotational motion of the Master Crank causes reciprocating motion to the piston and rotational motion to the Load Crank.

In accordance with a fifth aspect of the system described herein, the Master Crank has main axis and attached crankpins. Said crankpins, referred herein as Master crankpins, are offset from the axis of rotation of the crank by a pre-determined distance. They are designed to accommodate split bearings of multiple connecting rods. One such connecting rod has a first end with a split bearing and a second end with a smooth circular ring. The split bearing of the rod connects to a Master crankpin and the second end of the rod connects with a circular pin of the corresponding piston.

In accordance with a sixth aspect of the system described herein, another type of connecting rod connects with a first split bearing to a Master crankpin and with a second split bearing to a Load crankpin.

In accordance with the seventh aspect of the system described herein, a connecting rod, referenced herein as the Load connecting rod, consists of a first split bearing at one end, a second split bearing at some predetermined distance away from the first split bearing, a continuation of the rod body some predetermined length extending away from the second split bearing and terminating to an end. At the termination point, a small bearing, known as the end roller bearing, can be attached.

In accordance with the eighth aspect of the system described herein, said bearing rotates against another surface at predetermined angle of rotation.

In accordance with the ninth aspect of the system described herein, instead of the bearing, the end of the Load connecting rod can be shaped and curved to provide frictionless travel against another surface during predetermined angle of rotation. The length from the center of second split bearing to the center of the end bearing of the rod is smaller than the length of the rod from the center of the first to the second split bearing. The ratio of the lengths is determined by design for best performance.

In accordance with the tenth aspect of the system described herein, the Master Crank has other crankpins, referred herein as supporting crankpins. Supporting crankpins accommodate the end split bearing of the Load connecting rod.

In accordance with an eleventh aspect of the system described herein, the Master Crank has ends that extend outside the Engine Block.

In accordance with a twelfth aspect of the system described herein, a first end of the Master Crank facilitates attachment of a first flywheel, external to the Engine Block, with gear teeth in the perimeter for starting the engine.

In accordance with a thirteenth aspect of the system described herein, the Master Crank has a second end to facilitate attachment of a second flywheel either external or internal to the Engine Block.

In accordance with a fourteenth aspect of the system described herein, the Master Crank has means to facilitate components applicable to the function of other components, such as gears and timing components.

In accordance with the fifteenth aspect of the system described herein, the Master Crank of the engine in the example has Master crankpins in pairs. Each Master crankpin of the pair is associated with a cylinder. Each pair of Master crankpins is offset to another pair of Master crankpins by 180 degrees around the axis of rotation. The crankpins of the same pair have zero degree offset between them. For other engine configurations, the degree of offset between pairs is other than 180 degrees.

In accordance with the sixteenth aspect of the system described herein, the Master supporting crankpins have an offset angle orientation suited for best operating performance. In relation to each pair of Master crankpins, the offset angle is between zero and 180 degrees. Supporting crankpins are used in pairs. Each supporting crankpin of the pair opposes the other crankpin of the same pair by 180 degrees around the axis of rotation. Supporting crankpins have a linear separation between them. The Master supporting crankpins can accommodate the split bearing of the first end of a Load connecting rod. The minimum number of supporting crankpins will be one pair.

In accordance with the seventeenth aspect of the system described herein, a second crankshaft or crank, referred herein as the Load Crank, is used. The Load Crank has Load crankpins and Load supporting crankpins. The Load Crank and the Master Crank are identical in crankpins and orientation of same. Other sections of the Load Crank not associated with crankpins can be different than the Master Crank if the design requires it. The distance of point of rotation between both cranks is determined by design. The distance between the split bearings of the Load connecting rod is equal to the distance of point of rotation between both cranks.

In accordance with a eighteenth aspect of the system described herein, rotational power derived from sources other than internal combustion means can be multiplied by application of Master Cranks and Load Cranks as described in this system. The number of crankpins of each crank incorporated in each design is determined by each application.

In accordance with the nineteenth aspect of the system described herein, the engine could have more than one Load Crank connected to the Master Crank. The connections and operation of each additional Load Crank is a duplicate of the one described in detail of the system described herein.

In accordance with a twentieth aspect of the system described herein, three crankshafts are used. One crankshaft, the Main, is connected to the cylinders. The other two, the Load Cranks, are placed one on each side of the Main at predetermined distance. All cranks are connected with Load connecting rods at corresponding crankpins. Both Load Cranks at the same end bear a tooth gear. The tooth gears are engaged to a third gear, the Load gear, which is used to drive the converter and transmission along with other required components. The rotational power derived from combustion drives all three cranks in the same rotation. However, the Load gears are driven in a push/pull mode.

In accordance with the twenty first aspect of the system described herein, the length of the Load crankpin and the corresponding crankpin that is part of the Master Crank are equal in offset length and longer than the offset of the Master crankpin that connects to the cylinder connecting rod.

In accordance with a twenty second aspect of the system described herein, there exists a phase relationship between the crankpin of the Master Crank that connects to the cylinder connecting rod and the crankpin of the Master Crank that connects to the corresponding crankpin of the Load Crank.

DESCRIPTION OF THE SUGGESTED EMBODIMENTS

The system described herein is better explained by reference to drawings described above, and to the detailed descriptions of the system described herein.

Detailed Description of the New Engine

Reference to attached drawings will follow for the detailed description.

For description of the system described herein, a configuration of a four cylinder engine will be used without exclusion of other configurations of internal combustion engines and other mechanisms that provide rotational energy as an input to the engine or mechanism of the system described herein.

Referring toFIG. 3(in accordance with all aspects of the system described herein) the new four cylinder engine described herein is shown in a simplified drawing.

Two cranks301and302are employed. Crank302is the Master Crank. It is the only crank that is associated directly with the four cylinders A, B, C and D. It has four crankpins317associated with the four pistons310of the four cylinders311(A, B, C, D).

A connecting rod303, one for each piston310, connects one end with split bearing321to each crankpin317. The ring of the other end of each connecting rod303connects, by a round pin, to each piston310.

The main rotational axis of crank302rotates inside split bearings319. The split bearings319are housed in slots of the main block of the engine indicated herein as blocks309.

All blocks309on this drawing are part of the Engine Block. For reasons of description, blocks309are shown as separated from each other.

At the ends of Master Crank302, flywheels312and314are attached. Either flywheel can have a ring gear to serve for starting the engine. The other flywheel may or may not be necessary. Other supporting parts, such as timing gears, cams and pulleys, not shown in this drawing can be attached to Master Crank.

The crankpins317associated with the four pistons310are arranged in pairs. The crankpins of each pair have zero degrees offset between them. The pairs, between them, have 180 degrees separation around the axis of rotation. When the pistons of cylinders B and C are in the most down position315, the pistons of the cylinders A and D are in the most up position310.

Crankpins318and324are not associated with any piston. They are designated as supporting crankpins. The offset orientation of crankpins318and324, in relation to each pair of crankpins317, is established by design. The number of318and324crankpins depends on space availability, cost and performance requirements. The minimum number of318and324crankpins for each crank is two. This will be explained in a later description.

Crank301is labeled as the Load Crank. In one design it is identical to crank302. In another design, the crankpins of the Load Crank could have different axis length to which connecting rod split bearings attach. However, the number of crankpins, their offset axis and orientation is identical to crank302.

At one end of crank301, a flywheel313is attached. To this flywheel, not shown, a converter is attached to drive the transmission. At the other end of the crank, pulleys313aare attached to drive auxiliary components, such as alternators, water pump, compressors steering pumps and other.

The two cranks301and302are parallel to each other and are connected together with connecting rods304,320and323at corresponding crankpins. Connecting rods304,320and323could be identical in geometries and function as the design may require.

Connecting rods304are unique. At one end, they have a split bearing307to connect to the crankpin axis317along side to split bearing321of connecting rod303associated with each piston. At a distance equal to the separation of bearings308and319of cranks301and302, there is another split bearing305to connect to the corresponding crankpin322of the Load Crank301. All Load connecting rods have the same geometrical characteristics. For simplicity, without departing from the system described herein, not all rods, crankpins and bearings are numbered.

Connecting rods304extend beyond the split bearing305that connects to each crankpin of crank301Each one terminates to a roller bearing306or to a curved smooth surface. The distance between roller bearing306to split bearing305and the function will be explained in other drawings herein. Connecting rods320and323may or may not extend beyond the split bearing. If they do, they may be similar to rods304.

Instead of a roller bearing, a smooth curved surface at the end of each Load rod could be formed. A separate part915with curved and smooth surface could be attached at the end of each Load rod to take the place of the roller bearing908. Drawings are shown inFIGS. 9A and 9B.

Referring toFIG. 4, a section of the new art engine is shown. For demonstration, a cylinder400with piston401and connecting rod402is connected to a crankpin405of the Master Crank428. Two Load connecting rods403and416are connected with their one split bearing to crankpins405and419of the Master Crank. Crankpins405and419are 180 degrees apart around the Master Crank axis. With their other split bearing, they connect to crankpins406and423of the Load Crank429. Crankpins406and423have the same orientation and position on the Load Crank as crankpins405and419on the Master Crank. Both cranks rotate around all crank split bearings similar to417and418respectively.

Roller bearing404attached to the end of the Load connecting rod403is allowed to spin freely. All roller bearings at the end of the respective Load connecting rods are allowed to spin freely. There are two curvy surfaces420and421shown herein for explanation. They make contact with the end roller bearings404respectively. The rollers start contacting with surfaces420and421respectively, in this case, at the most up position of the rotation. Optimal point of contact will be decided at engine design time. For best performance, the exact point of contact is established at engine design time.

For this example, the curvy surfaces pivot at points410respectively. Pivot points are supported by solid supports409which are part of the Engine Block. Section411is also part of the Engine Block. The shape of supports shown herein is only for demonstration.

Surfaces420and421are controlled by cams413and412respectively. These cams, rotated by shaft427, are timed appropriately to cause420and421respectively to start applying downward pressure to rollers404when they engage.

For this example, the ends of surfaces420and421are controlled by springs424and425or some other means to make them return to a normal non functional position.

This arrangement of surfaces420and421is only one of the many implementations that could be implemented. Herein it is used for explanation purposes. In no way they represent the only solution to applying pressure to rollers404.

The downward motion407of piston401causes rod403to travel in direction415and the rod416to direction426. This action produces push pull forces to be applied to the Load Crank by virtue of crankpins406and423.

Referring toFIG. 5, surfaces502and504, having pivot points503and508as part of the Engine Block, are controlled by cams506and511attached to shafts507and510respectively. They are timed on the shaft to apply the downward pressure to roller bearings501at appropriate times. Cam direction of rotation509and512is shown.FIG. 5demonstrates an alternate method toFIG. 4.

Referring toFIG. 5A, an alternate method for controlling the downward motion of the roller bearing of the Load connecting rod is shown.

Motion of piston520in downward motion521pushes Master crankpin522, rod524, Load crankpin523and roller bearing525in the direction532to start the circular motion indicated by traces535,536and537. Position shown is the most vertical one. At this point, the top of the roller bearing525makes contact with plate526.

A shaft533attached to plate526starts the down motion through a circular housing of block527by control of cam529and its rotating shaft528in direction534. The plate526will apply pressure to roller525for a quarter cycle of trace537. This action will cause the roller to be the continuous fulcrum along the trace.

FIG. 5Bis a simplified drawing of the plunger with shaft533and plate526.

Other methods can be used to control the fulcrum creation without diminishing the system described herein.

Referring toFIG. 6, downward pressure602of rod601will move rod603in the direction604and crankpins608and609will follow circular rotations614and615in directions612and613. Roller605will ride against surface606for only a quarter of a cycle with the last point of contact shown at position610. Afterwards, it will be free as shown at point611. Contact of the roller605to surface606is assured if pressure is applied at some point616by some mechanism. Point607is a fixed point of rotation attached to the Engine Block. Surface606could be fixed to the block to provide a continuous fulcrum point.

Referring toFIG. 7A, downward pressure of piston700will apply pressure701to rod702which will move rod703in the direction714and crankpins705of the Master Crank706and crankpin707of Load Crank708to follow circular rotations as shown by the fat arrows. Roller709will ride against surface710for only a quarter cycle. Afterwards, it will be free and away from surface710. Contact of the roller709to surface710is assured if pressure is applied by cam711. Shaft712attached to cam711is a shaft of rotation attached to the Engine Block. Surface710could be fixed to the block and designed in such a way to apply a continuous fulcrum point as the roller moves horizontally and vertically.

Referring toFIG. 7B, the geometries of the connecting rod703, its motion and the principles of the mechanism are hereby examined.

The geometry of the connecting rod703is such so that the main section (a) has length equal to a multiple of the length (b) or a=xb.

The value of (x) for best performance is determined at design time.

The circular motion of the crankpins705of crank706and707of crank708make the end of roller bearing709to scribe the same circular motion as the crankpins.

The top of the roller bearing that makes contact with surface710robs against the smooth face of710.

A force is exerted on surface710by the rotation of the cam711in such a way so that a direct vertical force711ais applied to the top of the roller bearing causing it to move downward. This adds to the downward component of force derived by the circular motion of the cranks.

The force exerted on the piston700by the expansion of the gases by combustion of the fuel mixture, is transmitted downward the cylinder and to the connecting rod702and is applied at the axis point of the Master crankpin.

The maximum force is available at the axis of crankpin705and is transferred to connecting rod703when the piston is at about the beginning of its downward motion as it is indicated as the maximum pressure point (3) inFIG. 2.

Since the crankpin is part of the Master Crank, its motion is constrained to be rotational. The slippery surface of the Master Crank split bearing causes most of the energy to be transferred horizontally by the Load connecting rod to the crankpin707of the Load Crank.

At this point, the force applied to the Load crankpin generates the maximum rotational force on the Load Crank. The force on the connecting rod is perpendicular to the axis of the Load crankpin and does not break down to horizontal and vertical components. As the rotation continues, the applied rotational force to the crankpin diminishes due to reduction of pressure as shown inFIG. 2. The force on the Load connecting rod breaks down to horizontal and vertical components.

At the Master crankpin705point, the force has two components, a horizontal one designated as FH and a vertical one designated as FV. The FV component is perpendicular to the connecting rod703at the Master crankpin axis connection.

The force at the top of the roller bearing709is, also, vertical and causes a fixed point of downward pressure at the direction of rotation for one quarter of the rotation.

An output downward force designated as FD is exerted at the point of the Load crankpin707axis.

Referring toFIG. 7C, the generated output force FD as applied to the axis of the Load crankpin707is much greater than the FV force applied at the input point which is the axis of the Master crankpin. This is due to second class lever principle. The FD force will cause the Load Crank to rotate faster. Lengths (a) and (b) are determined at design time for best performance of the engine.

The cylinder of the pair not in compression is in the exhaust stroke. The Load connecting rods of both crankpins in the pair are moving in parallel. Both end roller bearings will see the same downward force applied by the downward movement of contacting surfaces. Therefore the FD force will be twice as large. This will cause faster acceleration of the rotation.

As the piston travels downward, the horizontal force on the connecting rod703diminishes and the component FV at crankpin location705abecomes smaller and will continue to decrease as the piston bottoms out in the cylinder.

Because of the lever action, the incremental, due to rotation, downward circular direction707aof the Load crankpin axis707will see a downward force FD larger than FV applied at Master crankpin axis705a. The amount of output FD will be proportional to the force FV and the distance (a) between the two cranks.

The fulcrum location will change continuously in the direction of the circular trace of the roller contact to the surface710for quarter cycle. This will maintain the lever function.

Any method, not described herein, and used to provide a continuous fulcrum does not diminish the system described herein.

The maximum Load Crank torque is the product of the horizontal force applied at the axis of the Load crankpin perpendicular to the applied force.

If the force (f) is applied to the axis of Load crankpin with length (d), the resulting torque (T) on the Load Crank is T=fd foot-pounds.

As shown inFIG. 3, the cylinders are in pairs B and C, and A and D.

As described and shown inFIG. 4, when a piston401is at the highest compression point, the corresponding Master and Load crankpins405and406respectively, are at about their most vertical position. The crankpins associated with the other cylinder of the pair, are also in their most vertical position.

The crankpin of each cylinder in the pair not involved in compression stroke is 180 degrees in opposing direction to the one in compression.

InFIG. 4, as the piston401moves downward by combustion, the Load connecting rods403of that pair move in direction415. Load connecting rods416of the other pair move away from the Load Crank.

The opposing direction415and426of the Load connecting rods403and416causes a Push/Pull action on the Load Crank.

The force generated by the downward motion of the piston is applied to all crankpins of the Master Crank trough out the length. Consequently, all the Load connecting rods and Load crankpins see the same rotational force. The Load crankpins that create Push/Pull action to the Load Crank produce twice the torque on the Load Crank. Therefore, T=f(2d).

By the angle placement of the four crankpins on the Master Crank and Load Crank, there are two pushing rods and two pulling rods at any give time of the cycle. With more pairs of crankpins on the Master Crank and Load Crank, there are more pushing and pulling actions.

Aside from the crankpins associated to cylinders, there are other crankpins not related to cylinders. These crankpins are referred herein as supporting crankpins.

Referring toFIG. 8A, a Master Crank with cylinder related and supporting crankpins is shown. If one were to take the four802A,803B,804C,801D crankpins and lay them down on a horizontal plane, all four crankpins will be on the plane. Crankpins801and802are180degrees opposite to803and804. The supporting crankpins S1and S2are perpendicular above and below the horizontal plane. A different angle could be used if it proves more beneficial for the functionality of the engine.

Referring toFIG. 8B, the angle (a) between S1and BC and S2and AD is shown for demonstration to be other than 90 degrees.

Referring toFIG. 8C, Main crankpins829opposing832and supporting837opposing844for the Master Crank and Main crankpins827opposing833and supporting838opposing842for the Load Crank are shown.829and827are connected with Load rod828and832and833are connected with Load rod834.

Supporting crankpins837and838are connected with Load rod841and supporting crankpins844and842are connected with Load rod843.

Both cranks823and824are rotating through bearings845supported by same block846in the same direction826and825.

At 90 degrees of rotation rods828and834are parallel on the same horizontal plane. Crankpins829and827are in the downward direction830and831. At the same time, crankpins832and833are in the upward836and835direction.

When rods828and834are in the horizontal position moving in opposite direction, the downward force supplied by the piston820is substantially reduced. At this point, the continuation of crank rotation is depended mostly on existing rotational momentum and very little on the downward motion of the piston.

To further help in the rotation, the supporting crankpins in the Push/Pull mode of the rods847and841will increase the force of rotation due to rotational momentum and the application of the remaining downward force of the combustion. The force supplied by the connecting load rods847and841is perpendicular to the crankpins and at that point they supply the maximum force to the rotation of the cranks.

This action will help smooth the rotation between180degrees of firing of the cylinders.

Referring toFIGS. 9A and 9B, the two versions of Load connecting rod904is shown. The extension portion of the rod from Load crankpin to the position of the roller is either constructed to include a roller bearing908or a formed smooth section915. The function of both versions is to provide a continuous fulcrum for a quarter cycle rotation.

Referring toFIG. 10, the three crank arrangements26,27and28are shown. Crank27is the Main crank that is connected to the cylinders. Cranks26and28are the Load cranks.

InFIG. 10, the cylinders A, B, C and D are shown in a position for explanation purposes. Actually, in a three dimensional drawing are perpendicular to the horizontal plane.

The connecting rods19,20and21are an extension of the rods shown inFIG. 3to accommodate the connection of the third crankshaft.

The Main crank27has at one end a gear23to be driven by the starter motor22. The other end accommodates a flywheel18. The drawing, for explanation, indicates a rotation direction16. The directional rotation of all shafts is shown as16,12and15.

Load Crank28has a gear13attached. Load Crank26has gear17attached. Gear14is attached to transmission10and is engaged with both gears13and17. The size of the gears is determined by design for best performance. Gear14has a rotational direction11.

Because of the direction of gears13and17, gear14is subjected to push/pull forces thus increasing its torque power.

Flywheel18may not be employed, if necessary, to provide for closer spacing to the end of the Cranks. Flywheels24and25may or may not be used depending of the design.

Referring toFIG. 10A, side view of the axis of the crankshafts, crankpins and connecting rods is shown. One cylinder A is shown for explanation purposes. Axis51belongs to the Main crank and50and52belong to the Load Cranks. Crankpins59,60and61are pointing in the same direction. Crankpins53,54and55are in their same direction and 180 degrees opposite to corresponding59,60and61. When piston rod58is in the downward motion, it causes rotational direction62. This action causes connecting rods63and64to move in the direction56and57. This arrangement creates a push/pull action to be applied to the Load Cranks50and52.

Referring toFIG. 10B, a view of the gears73,74and75referenced inFIG. 10as17,14and13respectively is shown. Core,71of the transmission shaft, and70and72of the Load Cranks is shown. The rotation76and78of the Load Cranks causes rotation77to the transmission gear. The gear74has a force applied to both ends of its diameter, thus creating a high torque to be applied to the transmission shaft71.

Referring toFIG. 11, a view of a design of the crankpins is displayed. This to show that the Load crankpin offset11bof the Load Crank11cand its corresponding crankpin offset11athat is part of the Master crank11eare equal in offset length and longer than the offset11dof the crankpin that connects to the cylinder connecting rod11g. In addition in this design, the Master crankpin and the portion of the Load connecting crankpin are an integral design. This is to reduce space between Load crankpins and reduce the amount of required split bearings between crankpins. In addition this design has other counter torque benefits. The fact that the offset11ais longer than the offset11dallows the Load crank pin11bto create more torque with a given force applied by the connecting rod11h. The length11bof the Load crankpin is determined at design time. The spare crankpins of the Master and Load Cranks are also decided at design time.

Referring toFIG. 12, the phase relationship between the crankpin of the Master Crank that connects to the cylinder connecting rod and the crankpin of the Master Crank that connects to the corresponding crankpin of the Load Crank is explained in more detail. Piston12hof cylinder A is pushing connecting rod12sin the direction12f. This causes crankpin12eof the Master Crank12ato move to the direction12gand Master Crank12ato rotate in the direction12r. Crankpins12cand12eof the Master Crank will have an angle relationship between them. Line12vis in the same plane as the crankpin12eand is shown for purpose of explanation. The angle (a) between line12vand crankpin12cwill be designated as lagging and the angle (b) between line12vand crankpin12qas leading the crank pin12e. The value of the angles will be decided at design time and could vary from zero degrees to a number plus or minus in relation to line12v. Crankpin12dof the Load Crank12bwill follow the orientation of the Master Crank pin12csince they are connected with rod12kfor angle (a). Similarly, shown in dash lines, crank pin12pwill follow12qsince they are connected with rod12mfor angle (b). Blocks designated as120and bearings121are part of the engine block.

Other embodiments are not restricted to the particular details described herein. The specifications and drawings are to be regarded in an illustrative rather than a restrictive sense. It will be apparent that improvements and modifications may be made within the purview of the describe system without departing from the scope of the system defined in the appended claims.