Supercharged internal combustion engine

Abstract: The present invention relates to a supercharged internal combustion engine (1) wherein a piston (4) driver arrangement is designed to form a supercharger by means of a displacement compressor established through the crankshaft (2) and connecting rod (7) assembly. Specifically, the connecting rod (7) is designed to partition the crank chamber (3) into a suction chamber and a compression chamber, said compression chamber being communicated to the intake side of the engine. In this way a highly compacted and more efficiently supercharged engine 18 can be obtained.

Description: The present invention relates to a supercharged internal combustion engine comprising a crankcase rotatably bearing a crankshaft having a crank web and defining a crank chamber having a periphery portion, a cylinder block having a cylinder bore in which a piston is slideably received and a piston driven mechanism comprising said crankshaft and a connecting rod for connecting the piston to the crankshaft, said piston comprises a connecting rod inserting cavity receiving a small end portion of said connecting rod having inner surfaces, said piston driven mechanism defines a compressor type supercharging system of the engine. Such a supercharged internal combustion engine is known from US-PS-4,088,097. Therefore, internal combustion engines having a supercharging system for increasing the engine output are known in the art. Accordingly, a supercharged internal combustion engine is known making use of the crank chamber of the engine as a compression chamber of the supercharging system delivering the intake air under pressure into the intake passage on the side of the intake port by means of a displacement compressor formed by the piston of the engine as the moving member and the crank chamber as a compression chamber. That kind of supercharging system is designed to suction the mixture into the crank chamber while the piston is lifting and pushing out the mixture into the intake passage on the intake port side while the piston is lowering. Accordingly, the engine will be supercharged by its stroke volume during one revolution of the crankshaft and, when such a supercharging system of the crankcase superchargine type is applied to a four-cycle engine the engine will be supercharged by the double during a suction stroke. However, with such a conventional supercharging system of the crankcase supercharging type constructed as indicated above the output of the engine has been improved actually only by the degree of tens of percents. This was caused by a largely useless volume in the crankcase, large passage resistances and by a drop of the charging efficiency caused by the expansion of the supercharge mixture caused by the heat of the engine. In order to increase the output of the engine by improving the performance of a supercharging system it is required to raise the primary compression ratio by reducing the useless volume in case of a crankcase supercharging type system. That primary compression ratio is obtained by dividing the sum of the crankcase volume V c while the piston is positioned at the lower dead centre and the stroke volume V h by the crankcase volume V c . However, since a large percentage of the volume V c of the crankcase is occupied by the volume between the webs of the crankshaft a considerable reduction of the volume V c of the crankcase was not possible. As another supercharge internal combustion engine comprising a crankcase type supercharging system is known that, in addition to using the piston as the moving member as described above, a compressor equivalent to a rotary type vacuum pump is provided and formed in the crankcase (Japanese patent publication Hei 2-136513. In said system a rotary chamber is defined in the crankcase and a rotor is slideably loaded in this rotor chamber to be driven by the crankshaft. Said system is constructed such that, when the crankshaft is rotated, the rotor may swing while rotating making a pendulum motion and the intake air may be delivered to the accumulating chamber under pressure by the change of the volume of the compression chamber formed between the rotor and the inner surface of the rotor chamber. Such a system for delivering the intake air with a rotor as described in said patent application, however, implies a relatively complicated structure for connecting the rotor with the crankshaft and the crankcase needs to be provided with valves for closing the suction side passage and the delivery side passage, respectfully. Therefore, not only the structure of said system becomes complicated but also the number of its components will increase. Accordingly, it is an objective of the present invention to improve a supercharged internal combustion engine such that the supercharging ability of an associated supercharging arrangement is greatly improved while maintaining a relatively simple structure of the supercharging system rendering the engine compact and efficient. According to the present invention, the above objective is solved for a supercharged internal combustion engine in that said connecting rod, while being in a sealing condition to said inner surfaces of said piston cavity, to said periphery portion of said crank chamber and to an adjacent crank web of said crankshaft, is adapted to subdivide said crank chamber into two air chambers one of which being communicated to a fresh air introducing section of the engine while the other one is communicated to the combustion chamber, said other air chamber establishing a compression chamber of the displacement compressor forming the supercharger of the engine, said connecting rod being effective as moving member of said compressor. By means of said solution it is possible to considerably enlarge the primary compression ratio rendering the supercharging system of the engine to be constructed with only members which form constituents of the engine. According to a preferred embodiment of the present invention the crank chamber is designed to define the compression chamber having an inner periphery which, at least, partially, is in a sliding contact with the connecting rod and/or a crank web of the crankshaft. In this way fresh air can be delivered under pressure into the combustion chamber by an amount corresponding to the stroke volume of the piston plus the volume of a connecting rod accommodating space at each rotation of the crankshaft. This greatly increases the primary compression ratio rendering the supercharging system to operate more efficiently while no additional parts are necessary. According to yet another preferred embodiment of the present invention said crank chamber and/or said connecting rod and/or the crank web, specifically the pair of crank webs belonging to one piston, said crank webs being preferably designed circularly, have a disk-like configuration. This preferred development leads to a modular compacted construction of the engine facilitating assembly and maintainence thereof as well. Yet more preferred is a design wherein an air delivery passage under the control of a check valve, preferably under the control of the reed valve, is provided, connecting said compression chamber of the supercharging system to an intake tank into which an intake pipe of the engine opens. According to yet another preferred embodiment of the present invention the paired crank webs are designed to establish rotary valves of the air delivery passage so that the upstream end opening of the air delivery passage communicating the compression chamber of the displacement compressor for supercharging the engine may be opened or closed by the crank webs which, thus, define rotary valves thus adding to increase the primary compression ratio of the supercharger. Moreover, as the supercharging system according to this invention is constructed only by means of constituent members of the engine its structure is simplified while the number of parts is reduced as compared with conventional supercharging systems. More particularly, as the crank webs, according to a preferred embodiment of the present invention substantially constitute rotary valves for preventing compressed air from flowing back it is not necessary to provide the intake system with a separate check valve. Therefore, the intake resistence can be reduced and the structure can be simplified in comparison to conventional crankcase based supercharging systems. Thus a small supercharging system of high performance can be obtained at a low price. Finally, as the delivery amount is determined by the width of the connecting rod and the bore and the stroke of the engine for the supercharging system the design freedom for selecting an appropriate amount of delivery of compressed air is high. Further preferred embodiments are laid down in the other subclaims. In the following the present invention is explained in greater detail by means of several embodiments thereof in conjunction with the accompanying drawings wherein: Figure 1 is a sectional view of a four-cycle supercharged internal combustion engine according to a first embodiment of the present invention, Figure 2 is a diagramatic view showing an engine body sectioned at a position for showing the schematic structure of the engine body of the supercharged internal combustion engine as shown in Figure 1, Figure 3 is a diagramatic view showing the schematic structure of the crankshaft to be used in the engine according to Figures 1 and 2, Figure 4 is a diagramatic view showing the schematic structure of a connecting rod used in the engine according to Figures 1 and 2, Figure 5 is a diagramatic view showing the schematic structure of a piston to be used in the engine according to Figures 1 to 4, Figure 6 is a diagramatic view showing the schematic structure of the supercharged engine according to Figure 1 specifically with respect to the supercharging arrangement thereof, Figure 7 is a sectional view of the engine unit is a state with the crankshaft rotated by 45° from the bottom dead centre, Figure 8 is a sectional view as Figure 7 but with the crankshaft rotated by 90° from the bottom dead centre, Figure 9 is a sectional view as Figures 7 and 8 but in a state with the crankshaft rotated by 135° from the bottom dead centre, Figure 10 is a sectional view as Figures 7 to 9 but in a state with the crankshaft rotated by 180° from the bottom dead centre (top dead centre position), Figure 11 is a sectional view as Figures 7 to 10 but in a state with the crankshaft rotated by 225° from the bottom dead centre, Figure 12 is a sectional view as Figures 7 to 11 but in a state with the crankshaft rotated by 270° from the bottom dead centre, Figure 13 is a sectional view as Figures 7 to 12 but in a state with the crankshaft rotated by 315° from the bottom dead centre, Figure 14 is a sectional view of a four-cycle supercharged engine similar to Figure 1 for a second embodiment of the present invention, Figure 15 is a sectional view along the line II-II of Figure 14, Figure 16 is a diagramatic view of the schematic structure of the crankshaft used in the supercharged engine of Figures 1 and 2, Figure 17 is a diagramatic view showing the schematic structure of the engine body of said second embodiment of the present invention similar to Figure 6, showing the state of the engine body section along the line VI-VI in Figure 15, Figure 18 is a diagramatic view of the supercharged internal combustion engine similar to Figure 6, focussed on the supercharging system of the engine, Figure 19 is a sectional view of the engine unit is a state with the crankshaft positioned at the bottom dead centre, Figure 20 is a sectional view as that of Figure 19 having the crankshaft rotated by 45° from the bottom dead centre, Figure 21 is a sectional view as Figures 19 and 20 having the crankshaft rotated by 90° from the bottom dead centre, Figure 22 is a sectional view as Figures 19 to 21 having the crankshaft rotated by 135° from the bottom dead centre, Figure 23 is a sectional view as Figures 19 to 22 having the crankshaft rotated by 180° from the bottom dead centre (top dead centre position), Figure 24 is a sectional view as Figures 19 to 23 but having the crankshaft rotated by 225° from the bottom dead centre, Figure 25 is a sectional view as Figures 19 to 24 but having the crankshaft rotated by 270° from the bottom dead centre, Figure 26 is a sectional view as Figures 19 to 25 but for condition having the crankshaft rotated by 315° from the bottom dead centre. In the following the first embodiment of the present invention is explained referring to Figures 1 to 13. In the drawings the supercharged internal combustion engine according to these embodiments comprises a four-cycle engine 1 which is shown here as a single cylinder type engine having a simplified structure so as to ease understanding. The engine 1 comprises a crankcase 3 rotatably bearing the crankshaft 2 a cylinder block 6 having a cylinder bore 5 which slideably receives a piston 4, a connecting rod 7 for connecting the piston 4 to the crankshaft 2 and a cylinder head 8 fastened on the cylinder block 6. The cylinder head 8 is provided with a well known valve operating mechanism. That is the intake port 10 and the exhaust port 11 both opened into the combustion chamber 9 are opened and closed by an intake valve 12 and an exhaust valve 13, respectively. The upstream side opening end of the flow of intake air into the intake port 10 is communicated through an intake pipe 15 to an intake tank 14 provided adjacent to the engine 1. The downstream side opening end of the exhaust flow into the exhaust port 11 has an exhaust pipe (not shown) connected thereto to be communicated with the atmosphere through a silencer. A cam shaft 16 opens/closes the intake valve 12 and the exhaust valve 13 at their respective opening/closing timings and the cam shaft 16 is rotatably borne by the cylinder head 8 while being connected to the crankshaft 2 through a power transmitting means (not shown). As shown in Figures 1 and 3, the crankshaft 2 is formed by connecting a pair of crank webs 17 formed like circular disks through a crank pin 18. The reference number 28 denotes a journal portion rotatably supported by the crankcase 3. Both crank webs 17 comprise spaced apart opposite surfaces which are formed flately facing to each other and extending on the side of the connecting rod 7 or crank pin 18. Said crank webs 17 are disposed spaced apart from each other by a distance so that the connecting rod 7 as described later on and shown in Figure 7 may be interposed between both crank webs 17 rotatably supported by the crank pin 18. As shown in Figures 1, 4 and 6, the connecting rod 7 for connecting the piston 4 to the crankshaft 2 is formed like a long an narrow plate and is provided with opposite sealing surfaces 7a facing in the axial direction of the crankshaft 2 and designed to be flat so as to sealingly contact or to establish a sealing condition with the opposite flat inner surfaces of the pair of crank webs 17 after accommodating the crank web 17 therebetween rotatably supported by the crank pin 18. Moreover, the big end portion and the small end portion of the connecting rod 7, adapted to accommodate the crank pin 18 (big end portion) and the piston pin 19 (small end portion), respectively, are provided with peripheral sealing surfaces 7b and 7c, respectively, by forming the outer peripheries thereof arcuately. The opposite side surfaces 7d of the connecting rod 7 are formed in continuation of these sealing surfaces 7b and 7c and are formed straightly. The design of the piston 4 is shown in Figure 1, 5 and 6, having a connecting rod inserting cavity opened at its skirt portion. This cavity is formed such that the small end portion of the connecting rod 7 may be slideably inserted therein and there are formed sliding contact surfaces 4a which are flat to be in sliding contact or in sealing condition with the sealing surfaces 7a of the connecting rod 7 which face in the direction of the crankshaft 2. A peripheral wall surface 4b of the inserting cavity is a concave surface to be in sliding contact or in sealing condition with the sealing suface 7c defining the outer periphery of the small end portion of the connecting rod 7 and, finally, side walls 4c are provided which are flat surfaces continued to the peripheral wall surface 4b. The reference numerals 4d in Figure 5 denote piston pin holes for fitting a piston pin 19 therein. The afore-indicated components, specifically the crankshaft 2 with the crank webs 17 and the connecting rod 7 form a piston driven mechanism assembled to the piston 4 by connecting the big end portion of the connecting rod 7 to the space between the crank webs 17 through the crank pin 18 while the small end portion of the connecting rod 7 is connected to the piston 4 through the piston pin 19. By means of said crankshaft assembly, the sealing surfaces 7a of the connecting rod 7 are in sliding contact or in sealing condition with the inner surfaces of the opposite crank web 17 of the crankshaft 2 and the sliding surfaces 4a of the piston 4 while the sealing surface 7c at the outer periphery portion of the small end of the connecting rod 7 will be in sliding contact or in sealing condition with the peripheral wall surface 4b of the piston 4. As shown in Figures 1, 2 and 6, an engine body 20 is constituted by means of an assembly of the crankcase 3 and the cylinder block 6 defining a circular cavity 21 which, in an assembled condition forms a crank chamber and in which the crank web 17 of the crankshaft 2 is rotatably fitted. The engine body 20 moreover defines a connecting rod accommodating portion 22 which is communicated to the cylinder block 5 and which constitutes a moving space for the connecting rod 7 with suction and delivery passages 23, 24 communicating the connecting rod accommodating portion 22 with the space outside of the engine 1, all integrally formed as shown in Figure 2. The inner diameter and the depth of the circular cavity 21 are that slightly larger than the outer diameter and the thickness of the crank web 17, so that the crank webs 17 may be inserted into the circular cavity 21 (crank chamber) leaving minute gaps therebetween. The reference number 25 in Figure 2 denotes a bearing hole in which the journal portion 2a of the crankshaft 2 is fitted and the reference numeral 26 in Figure 1 denotes an air suction pipe which is fitted into the suction passage 23 and is fastened on the crankcase 3. The accommodating portion 22 for the connecting rod 7 is opened in a shape generally corresponding to the moving locus of the outer edge portion of the connecting rod 7 which is obtained when the piston 3 is reciprocated with the crankshaft 2 of the crankshaft assembly indicated above accommodated in the crank chamber, the circular cavity 21. By forming this connecting rod accommodating portion 22 in the engine body 20 a sliding contact surface 27 constituted of a flat surface is formed which is in sliding contact with the respective side surface 7a of the connecting rod 7 and a peripheral wall surface 28 is formed in the engine body 20, said peripheral wall surface 28, constituted of a concave curved surface, is in sealing contact with the sealing surface 7b of the periphery of the big end of the connecting rod 7. That means, by mounting the crankshaft assembly on the engine body 20 the space in the engine body 20 is partitioned into two chambers by the connecting rod 7 and the piston 4 when the piston 4 is positioned at the bottom dead centre and air chambers A, B are provided on the side of the suction passage 23 and on the side of the delivery passage 24, respectfully, as is shown in Figure 1. As shown in Figure 1, the delivery passage 24 is communicated to the intake tank 14 through a reed valve device 29 mounted on the crankcase 3. The reed valve 29 is provided with a plate like valve body 29a which is elastically deformed by air pressure to open the passage and forms a check valve so as to allow air flow only toward the intake tank 14. The intake tank 14 is formed such that its opening portion which is communicated to the delivery passage 24 and the portion penentrated by the intake pipe 15 are kept air tight and that the tank 14 is secured to one side of the engine 1. When the crankshaft 2 of the piston drive mechanism mounted on the engine body 20 is rotated while the piston 4 is reciprocated in the cylinder bore 5, the connecting rod 7 moves up and down while swinging in the connecting rod accommodating portion 22. The rotation locus generated in this case by the centre of the big end portion of the connecting rod 7 is shown as a double-dotted chain line C in Figure 1. By rotating the crankshaft 2 clockwise as shown with an arrow in Figure 1 from its state with the piston 4 positioned at its bottom dead centre, the volume of the air chamber B is gradually reduced and the air contained therein is pushed out into the intake tank 14 through the reed valve 29 while, simulataneously, the volume of the air chamber A is gradually enlarged and fresh air is introduced into said air chamber A from the air suction pipe 26. The air delivered into the intake tank 14 is pushed into the combustion chamber 9 simultaneously when the intake valve 12 is opened. Thus, in this way a displacement compressor is formed in the engine 1 with the connecting rod accommodating portion 22 and a free part of the crank chamber at the compression chamber and the piston 4 and the connecting rod 7 as moving members and the engine 1 can be supercharged by this compressor. In that case, the engine 1 is of a structure wherein fuel is injected into the intake port 10 by a fuel injection system (not shown). In the following the operation of the supercharging arrangement constructed as indicated above is described in further detail referring to Figures 7 to 13 showing a series of operations from the start of the compression stroke to the end of the explosion stroke of the engine 1. Firstly, when the crankshaft 2 is rotated clockwise from the state shown in Figure 1, the air chamber B (compression chamber) is narrowed while the air chamber A (suction chamber) is expanded as shown in Figure 7. At this time, as the sealing surfaces 7b and 7c at the big and small end portions of the connecting rod 7 are in sliding contact with the peripheral wall surface 28 of the engine body and the peripheral wall surface 4b of the piston 4 respectfully, and the sealing side surfaces 7a of the connecting rod 7 is in sliding contact with the crank webs (17) of the crankshaft 2, the sliding contact suface 27 of the engine body 20 and the sliding contact surface 4a of the piston 4, the air chambers A and B will not be communicated to each other. Therefore, the air in the compression air chamber B compressed by the narrowing of the volume of said chamber B is delivered under pressure into the intake tank 14 through the reed valve 29 whereas, on the other hand, as the volume of the air chamber A is enlarged by the amount corresponding to the connecting rod transfer and the piston rise (blackened portion in Figure 7) and is depressurised, fresh air of the amount corresponding to the depressurisation is suctioned into the chamber A through the air suction pipe 26. The volume of the air chamber B (compression chamber) is greatly reduced with the rotation of the crankshaft 2 and reaches its minimum when the sealing surface 7b of the outer periphery surface of the big end of the connecting rod 7 reaches the opening edge at the lower side of the delivery passage 24 as shown in Figure 8. That means air will be delivered under pressure into the intake tank 14 until to the state shown in Figure 8 is reached. Since the intake valve 12 of the engine 1 is kept closed during the compression stroke the air delivered from the air chamber B will be stored in the intake tank 14. When the crankshaft 2 is further rotated from the condition shown in Figure 8 and the sealing surface 7b separates from the peripheral wall surface 28 as shown in Figure 9, the reed valve 29 is closed because of the pressure drop on the side of the connecting rod accommodating portion 22. Therefore, the pressurised air in the intake tank 14 will not flow back into the portion 22 accommodating the connecting rod 7 (ie. on the side of the air chamber A). On the other hand the volume of the air chamber A is still enlarged continuously even after the volume of the air chamber B has reached its minimum until to the state shown in Figure 9 is reached. In this case, the volume corresponding to the rise of the piston 4 (said volume is shown as a blackened portion in the cylinder bore 5) constitutes the principle increase in volume. When the crankshaft 2 is rotated further from the condition shown in Figure 9 and the piston 4 reaches the top dead centre as shown in Figure 10, the compression stroke of the engine 1 ends. Before the state shown in Figure 10 is reached fuel is injected into the intake port 10. Then, when the ignition block (not shown) is energised and ignites the mixture causing explosion in the combustion chamber 9, the piston 4 is pushed down and the crankshaft 2 is rotated as shown in Figures 11 and 12. When the sealing surface 7b on the outer periphery surface of the big end portion of the connecting rod 7 comes in sliding contact with the pheripheral wall 28, as shown in Figure 12, the space in the portion 22 accommodating the connecting rod 7 will again be partitioned into two air chambers A and B. That is the air so far suctioned into the accommodating portion 22 will enter into the air chamber B. When the crankshaft 2 is rotated further from the condition shown in Figure 12, the volume of the air chamber B is gradually reduced while the volume of the air chamber A is gradually enlarged as shown in Figure 13 and air is again delivered under pressure into the intake tank 14 while fresh air is suctioned into the portion 22 accommodating the connecting rod 7. By further rotation of the crankshaft 2 from the stage shown in Figure 13, this stage shown in Figure 1 is reached again. With the supercharging arrangement designed as described above, air of a volume corresponding to the sum of the volume of the space in the connecting rod accommodating portion 22 and the volume of the piston stroke (volume of the blackened portion in Figure 7 to 9) will be delivered into and enstalled in the intake tank 14 everytime the crankshaft 2 is rotated. Then, when the intake tank 14 is opened during the suction stroke of the engine 1, air of the amount double to that of delivered air for one revolution of the crankshaft 2 is fed into the combustion chamber 9. Therefore, the supercharging efficiency is considerably increased as the amount of pressurised air - for a four-cycle engine - becomes double of the sum of the volume of the portion 22 accommodating the connecting rod 7 and the air amount corresponding to the volume of piston stroke (blackened area in Figures 7 to 9). In this embodiment the sealing surface 7a of the connecting rod 7 is formed to extend over the entire side surface of the connecting rod facing in the crankshaft direction but the structure of said sealing surface 7a of the connecting rod 7 can be appropriately modified if only an equivalent function can be performed. Further, the sliding contact portions of the crank webs 17 of the crankshaft 2, the connecting rod 7, the piston 4 and the engine body 20 may be coated with synthetic resin, specifically with flourine containing resin to reduce frictional resistences while improving the air tightness similar as employed on rotors of rootes-type supercharges. Moreover, although the present invention in this emodiment is applied to a four-cycle engine it is also applicable to a two-cycle engine. In such a case a structure in which the delivery passage 24 is directly communicated with the scavanging passage is employed. In this case also a primary compression ratio larger as compared with usual two-cycle engines can be employed and supercharging effects similarily to those of the present embodiment can be obtained. Further, the reed valve on the upstream side of the crank chamber becomes unnecessary in case of such a two-cycle application. Moreover, although in the present embodiment a crankshaft in the design as indicated above was used, the supercharging system can also be constructed with a cantilever crankshaft having a journal portion 2a only on one side, a crank web 17 only on one side and a crank pin 18. In the following a second embodiment of the present invention is explained which, in its basic structure, complies with the first embodiment so that the same parts are denoted with the same reference numerals and repeated description thereof is not deemed to be necessary and therefore omitted. Thus, the description of that second embodiment is directed to the further development and additional components not yet disclosed and explained in the first embodiment. Said second embodiment basically is different from the first embodiment in that it additionally comprises a structure wherein the crank webs themselves define rotary valves opening and closing the upstream side of an air delivery passage 24 which communicates the compression chamber B to the intake pipe of the engine thus rendering a separate check valve superfluous. For that reason the crank web 17 are provided with cut outs 17a as explained hereinafter. The general layout of said embodiment of the supercharged engine 1 is shown in Figure 14. In that Figure it is shown that the compression chamber B of the crankcase and the intake side of the engine are not connected via a intake tank 14 as in the first embodiment but that the air delivery passage 24 is directly connected to the intake pipe 15 through a communicating pipe 41 preventing any backflow by means of the valve function of the crank web 17 of the crankshaft 2. As is shown in Figure 1, the intake port 10 is communicated to the intake pipe 15 provided adjacent to the engine 1 while the downstream side opening end of the exhaust flow in the exhaust port 11 comprises an exhaust pipe (not shown) in the same way as already explained with respect to the first embodiment. On the intake side a fuel supplying device 40 is provided connected to the intake pipe 15 which may be any of known fuel injection devices and carburators provided with fuel delivering pumps. As specifically shown in Figures 14 to 16 the design of the crank web 17 is different from that of the first embodiment whereas the connecting rod 7 and the piston 4 are designed in the same way as shown in Figures 4 and 5 (first embodiment) and, therefore, are not shown in separate drawings or related descriptions. Turning to Figures 15 and 16, the crankshaft 2 is formed by connecting a pair of crank webs 17 formed like circular disks through a crank pin 18 as shown in said Figures. The reference number 2a denotes a journal portion to be borne by the crankcase 3. Both crank webs 17 also have flat inner surfaces facing to each other with the crank pin 18 therebetween, said crank web 17 being spaced apart so that the connecting rod 7 can be interposed therebetween in sealing contact noticeably supported by a crank pin 18. As shown in Figures 15 and 16 both crank webs 17 have a cut-out 17a respectively, formed on the outer periphery thereof and being in register to each other. Thus, these cut-outs 17a are formed at positions identical with each other on both crank web 17 and each is opened through the flat facing inner surfaces of the crank webs 17 on the side of the connecting rod 7 extending through the outer periphery of each crank web 17 as well. Moreover, each cut-out 17a is positioned forward of the crank pin 18 as seen in the crankshaft rotating direction. Again with respect to the design of the piston for and the connection rod 7 references made to the first embodiment, specifically Figures 4 and 5. In the engine body 20 (see Figure 17) the suction passage 23 is formed integrally in a continuation of the connecting rod accommodating portion 22 to communicate said portion 22 with the space outside of the engine whereas the delivery passage 24 opens through the peripheral wall surface of the circular cavity 21 and through the side surface of the engine body 20 for communicating the interior of the circular cavity 21 to the space outside of the engine 1. A side wall 22a of the portion 22 accommodating the connecting rod 7 is formed such as to generally correspond to the moving locus of the outer edge portion of the connecting rod 7 to be obtained when the piston 4 is reciprocated with the crankshaft 2 of the crankshaft assembly accommodated in the circular cavity 21. In that case, the delivery passage 24 is bifurcated as shown in Figure 15 and the upstream end thereof is communicated with the circular cavity 21 through to openings 24a while the other end is opened through the side surface of the engine. This delivery passage 24 is communicated to the air inlet of the fuel supplying 40 through the above mentioned communicating pipe 41 fastened to the crankcase 3. The two openings 24a are formed so as to extend in the direction of the crankshaft 2 so that they may face the outer periphery surface of each of the crank webs 17 which are provided on the crankshaft 2, as shown in Figures 15 and 17 the openings 24a are formed at the same position in circumferencial direction of the circular cavity 21 and each opens adjacent to the end portion of the side wall 22a on the crankshafts side of the accommodating portion 22 of the connecting rod. When a crankshaft assembly is mounted on the engine body 20 having a delivery passage 24 designed as described above and the crankshaft 2 is rotated, the delivery passage 24, more specifically the respective openings 24a, will be opened or closed by the crank web 17 of the crankshaft 2. That is, in the state of the crank web 17 with its outer periphery positioned opposite the opening 24a as shown in Figure 18 the delivery passage 24 is closed by the crank webs 17. On the other hand, when the crankshaft 2 is rotated and the cut-outs of 17a of the crank web 17 is brought into opposition to the opening 24a as shown in Figures 14 and 15, the delivery passage 24 is brought into communication with the air chamber B through this cut-out 17a. In this case, the air chambers B and fuel supplying means 40 are communicated with each other through the cut-outs 17a, the delivery passage 24 and the communicating pipe 41. Therefore, the crank web 17 (or in this embodiment the two crank webs 17) substantially constitute a rotary valve and the delivery passage 24 is opened or closed by the crank webs 17. Moreover, the communicating pipe 41 for communicating the delivery passage 24 with the fuel supplying means 40 is provided with a by-pass pipe 30 between the fuel supplying means 40 and the engine side opening of the delivery passage 24 as shown in Figure 14. This pipe 30 is constructed such as to communicate the interior of the communicating pipe 41 to the suction passage 23 in the engine body 20 through an opening/closing valve 31. The opening/closing valve 31 is constructed such as to open when the load of the engine 1 is smaller than a predetermined value and to close when the load is larger than said predetermined value. By rotating the crankshaft 2 clockwise as shown with an arrow in Figure 14 when the piston 4 is positioned near the bottom dead centre, the volume of the air chamber B is gradually decreased and the air therein is compressed. Then, when the cut-outs 17a of the crank webs 17 come into opposition to the openings 24a of the delivery passage 24 having a fork-like end (as shown in Figures 14 and 15) the air compressed in the chamber B is pushed out into the delivery passage 24 and, on the other hand, simultaneously the volume of the air chamber A is gradually enlarged and fresh air is introduced into the air chamber A from the air suction pipe 26. The air deliverd into the delivery passage 24 is mixed with the fuel by the fuel supplying means 40 and is pushed into the combustion chamber 9 simultaneously when the intake valve 12 is opened. Thus, again a displacement compressor is formed in the engine 1 with the accommodating portion 22 for the connecting rod 7 as compression chamber, the piston for end the connecting rod 7 as moving members and the crank webs 17 or, in other constructions (the one crank web) substantially as rotary valve preventing a backflow of the compressed air, and the engine 1 can be supercharged by this compressor. In the following the operation of said embodiment is explained refering to the further drawings of Figures 19 to 26 showing a series of operations from the start of the compression stoke to the finish of the explosion stroke of the engine similar to that of Figures 7 to 13 of the first embodiment. First, when the crankshaft 2 is rotated clockwise from the state shown in Fig.19, the air chamber B is narrowed while the air chamber A is expanded as shown in Fig.20. At this time, since the sealing surfaces 7b and 7c at the big end portion and the small end portion of the connecting rod 7 are in sliding contact with the peripheral wall surface 28 of the engine body 20 and the peripheral wall surface 4b of the piston 4, respectively, and the sealing surface 7a of the crankshaft direction end surface of the connecting rod 7 is in sliding contact with the crankweb 17 of the crankshaft 2, sliding contact surface 27 of the engine body 20 and sliding contact surface 4a of the piston 4, the air chambers A and B will not be communicated with each other. When the crankshaft 2 is further rotated as shown in Fig.20, the cutout 17a formed on the crankweb 17 comes into opposition to the opening 24a of the delivery passage 24, and the air chamber B is brought into communication with the delivery passage 24 through the cutout 17a. Therefore, the air in the air chamber B portion compressed by narrowing of the chamber B is delivered under pressure into the communicating pipe 41 through the cutout 17a and the delivery passage 24. That is, the cutout 17a is formed at the position corresponding to the opening 24a when the connecting rod 7 is in the close of the compression stroke. On the other hand, since the air chamber A is increased in volume by an amount corresponding to the connecting rod transfer and the piston rise and is depressurized, fresh air is suctioned into the air chamber A from the air suction pipe 26 by the amount corresponding to the depressurization. The volume of the air chamber B is gradually lessened with the rotation of the crankshaft 2, and reaches its minimum when the sealing surface 7b of the big end outer periphery surface of the connecting rod 7 reaches the lower side opening edge of the communicating pipe 29 as shown in Fig.21. That is, air will be delivered under pressure into the communicating pipe 41 until the state shown in Fig.21 is reached. Since the intake valve 12 of the engine 1 is kept closed during the compression stroke and further the open/close valve 31 is closed at this time, the air delivered from the air chamber B will be stored in the space from the communicating pipe 41 to the intake valve 12. When the crankshaft 2 is further rotated from the state shown in Fig.21 and the sealing surface 7b separates from the peripheral wall surface 28 as shown in Fig.22, the cutout 17a of the crankweb 17 will separate from the opening 24a while this opening 24a will be closed with the crankweb 17. Therefore, the pressurized air in the communicating pipe 41 will not flow back into the connecting rod accommodating portion 22 (on the air chamber A side). On the other hand, the volume of the air chamber A is still enlarged continuously even after the volume of the air chamber B has reached its minimum until the state shown in Fig.22 is reached. In this case, the volume corresponding to the piston rise constitutes the principal volume increase. When the crankshaft 2 is further rotated from the state shown in Fig.22 and the piston 4 reaches the top dead center as shown in Fig. 23, the compression stroke of the engine 1 comes to an end. The fuel supplying means 40 injects fuel before the state shown in Fig.12 is reached. Then, when the ignition plug (not shown) is energized and ignites the mixture causing explosion in the combustion chamber 9, the piston 4 is pushed down and the crankshaft 2 is rotated as shown in Figs.24 and 25. When the sealing surface 7b on the outer periphery surface of the big end portion of the connecting rod 7 comes into sliding contact with the peripheral wall surface 28 as shown in Fig.25, the space in the connecting rod accommodating portion 22 will be again partitioned into two air chambers A and B. That is, the air so far suctioned into the connecting rod accommodating portion 22 will come into the air chamber B. When the crankshaft 2 is further rotated from the state shown in Fig.25, the volume cf the air chamber B is gradually lessened while the volume of the air chamber A is gradually enlarged as shown in Fig.26, and air in the air chamber B is compressed and the fresh air is suctioned into the connecting rod accommodating portion. By further rotation of the crankshaft 2 from the state shown in Fig.26, the state shown in Fig.19 is reached. When the load on the engine 1 is smaller than the predetermined value, the open/close valve 31 is opened to communicate the communicating pipe 41 interior with the suction passage 23 interior. In this state, since the compressed air pushed out of the delivery passage 24 can be returned into the suction passage 23, the supercharging work will be reduced during low load engine operation. That is, the supercharging resistance becomes smaller and the fuei consumption is improved during low load engine operation. With the supercharging system constructed as described above, air of a volume corresponding to the sum of the volume of the space in the connecting rod accommodating portion 22 and the piston stroke volume will be delivered into and stored in the communicating pipe 41 every time the crankshaft 2 is rotated. Then, when the intake valve 12 is opened during the suction stroke of the engine 1, air of the amount double that of delivered air for one revolution of the crankshaft is fed into the combustion chamber 9. Here, although the sealing surface 7a is formed all over the crankshaft direction end surface of the connecting rod 7, the structure of the sealing surface 7a may be appropriately modified if only equivalent function can be performed. Further, the sliding contact portions of the crankweb 17 of the crankshaft 2, connecting rod 7, piston 4 and engine body 20 may be coated with fluorine contained resin to reduce frictional resistance while improving airtightness in the same manner as employed on the rotors of Roots-type supercharger. Further, although the delivery passage 24 is opened, as openings 24a, at positions opposite to the outer periphery surfaces of the crankwebs 17 in this embodiment, these openings 24a can be positioned in the regions opposite to the axial direction end surfaces of the crankwebs 17. With such a structure also, effects similar to that of the embodiment above can be obtained. Further, although the embodiment above employs an engine 1 having the cylinder axis directed vertically, an engine having the cylinder axis directed horizontally can be employed as an engine to which this invention is applied . For example, an engine obtained by rotating the paper surface of Fig.1 by 90 degrees clockwise to make the cylinder axis horizontal can be employed. In such an engine, the air chamber B will be positioned above the air chamber A, and mist-like lubricating oil floating in the crankcase 3 (this lubricating oil is originally that which was directly supplied to the cylinder and crankpin 18 portion) gathers in the air chamber B and flows toward the piston pin 19 along the side surface 7d of the connecting rod 7. That is, the piston pin 19 which it is difficult to lubricate is oiled and its durability is improved. Further, although this invention is applied to a 4-cycle engine 1 in this embodiment, this invention can be applied to a 2-cycle engine. As the structure for such an application, a structure in which the delivery passage 24 is directly communicated with the scavenging passage is employed. In this case also. a primary compression ratio larger as compared with usual 2-cycle engines can be employed, and effects as the supercharging system similar to those of the embodiment above can be obtained. Further, the reed valve on the upstream side of the crank chamber becomes unnecessary. Further, although this embodiment has a structure employing a crankshaft 2 having an ordinary form, the system according to this invention can be constructed also with a cantilever crankshaft having a journal portion 2a formed only on one side, a crankweb 17 formed only on one side and a crankpin 18. Since the supercharging system for an engine according to this invention is constructed with only members inherently constructing the engine, its structure is simplified while the number of parts are reduced as compared with conventional supercharging systems. Particularly, since it is not necessary to provide a check valve on the air suction side, the intake resistance can be reduced and the structure can be simplified as compared with the conventional basic crankcase supercharging system. Particularly, since the crankweb substantially constitutes a rotary valve for preventing compressed air from flowing back, it is not necessary to provide the intake system with a separate check valve. Therefore, the intake resistance can be reduced and the structure can be simplified as compared with the conventional basic crankcase supercharging system. Therefore, a small and high-output supercharging system can be obtained with low price. Further, since the delivery amount is determined by the width of the connecting rod and the bore and stroke of the engine in the supercharging system according to this invention, the degree of freedom for designing the delivery amount is high.

Claims: Supercharged internal combustion engine (1) comprising a crankcase (3) rotatably bearing a crankshaft having a crank web (17) and defining a crank chamber (21) having a periphery portion, a cylinder block (6) having a cylinder bore (5) in which a piston (4) is slideably received and a piston driven mechanism comprising said crankshaft (2) and a connecting rod (7) for connecting the piston (4) to the crankshaft (2), said piston (4) comprises a connecting rod inserting cavity receiving a small end portion of said connecting rod having inner surfaces (4a-4c), said piston driven mechanism defines a compressor type supercharging system of the engine, characterized in that said connecting rod (7), while being in a sealing condition to said inner surfaces (4a-4c) of said piston cavity, to said periphery portion of said crank chamber (21) and to an adjacent crank web of said crankshaft (2), is adapted to subdivide said crank chamber (21) into two air chambers (A,B) one of which being communicated to a fresh air introducing section of the engine while the other one is communicated to the combustion chamber (9), said other air chamber (B) establishing a compression chamber of the displacement compressor forming the supercharger of the engine, said connecting rod (7) being effective as moving member of said compressor. Supercharged internal combustion engine as claimed in claim 1, characterized in that said crank chamber (21) defining the compression chamber, said inner periphery portion thereof, at least partially, is in sealing condition with the connecting rod (7) and/or a crank web (17) of the crankshaft (2). Supercharged internal combustion engine as claimed in claims 1 and 2, characterized in that said crank chamber (21) and/or said connecting rod (7) and/or the crank web (17) which is preferably designed circularly, have a disk-like configuration. Supercharged internal combustion engine as claimed in at least one of the preceding claims 1 to 3, characterized in that the inner surfaces (4a-4c) of said cavity are in a sealing condition with flat curved surfaces (7a,7c,7d) of the connecting rod (7). Supercharged internal combustion engine as claimed in at least one of the preceding claims 1 to 4, characterized in that a curved periphery portion (7b) of the big end of the connecting rod (7) is partially in sealing condition with a periphery portion of the crank chamber (21), whereas the opposite flat sealing surface (7a) of the connecting rod (7) is in sealing condition with opposite crank webs (17) of the crankshaft (2). Supercharged internal combustion engine as claimed in at least one of the preceding claims 1 to 5, characterized in that an air delivery passage (24), preferably under the control a reed valve (29), is provided connecting the compression chamber (B) of the supercharger to an intake tank (14) into which an intake pipe (15) of the engine opens. Supercharged internal combustion engine as claimed in at least one of the preceding claims 1 to 6, characterized in that an engine body (20) constituted of an assembly of a crankcase (3) and a cylinder block (6) comprises the circular cavity (21) into which the crank web (17) of the crankshaft (2) is rotatably fitted, a connecting rod accommodating portion (22) which is communicated to the cylinder bore (5) constituting a moving space of the connecting rod (7), a suction passage (23) formed in continuation of the connecting rod accommodating portion (22) to communicate the connecting rod accommodating portion (22) with a space outside of the engine, and the delivery passage (24) opened through the peripheral wall surface of the circular cavity (21) through a said surface of the engine body (20) to communicate to the intake unit of the engine. Supercharged internal combustion engine as claimed in claim 7, characterized in that the crank chamber (21) for each cylinder accommodates at least one crank web (17) formed like circular disks and separated by a crank pin (18) to accommodate the big end (7b) of the connecting rod (7) the opposite surfaces (7a) thereof are in sealing condition with the facing surface of the crank web (17), said crank web (17) comprises a cut out (17a) at the outer periphery thereof, said cut out (17a) opens to the opposite flat inner surface of the crank web (17) which establishes sealing condition with the related surface (7A) of the connecting rod (7), said cut out (17a) being positioned ahead of the crank pin (18) as seen in a crankshaft rotating direction. Supercharged internal combustion engine as claimed in claim 7 or 8, characterized in that the delivery passage (24), preferably by a bifurcated end thereof is connected to the circular cavity (21) of the crank chamber, through at least one opening (24a) while the other end is opened through the side surface of the crankcase (3) communicated to an intake unit of the engine, particularly the air inlet of a fuel supplying device (15) through a communicating pipe (29) fastened to the crankcase (3). Supercharged internal combustion engine as claimed in claim 9, characterized in that the at least one opening (24a) of the delivery passage (24) face the outer periphery surface of the crank web (17) so as to register to the cut out (17a) formed on said crank web (17). Supercharged internal combustion engine as claimed in claim 10, characterized in that said crank web (17) of the crankshaft (2) constitute a rotary valve opening or closing the delivery passage (24) in response to the angular position of the crank webs (17). Supercharged internal combustion engine as claimed in claim 10 or 11, characterized in that the communicating pipe (41) connecting the delivery passage (24) with the fuel supplying means (15) is provided with a by-pass pipe (30) between the fuel supplying means (15) and the engine side opening of the delivery passage (24), said by-pass pipe (30) connecting the interior of the communicating pipe (29) to the suction passage (23) in the engine body (20) through an opening/closing valve (31). Supercharged internal combustion engine as claimed in claim 12, characterized in that the opening/closing valve (31) is controlled in response to the engine running conditions, specifically in response to engine load, such that the valve (31) opens when the engine load is smaller than the predetermined value and closes when the load is larger than said predetermined value.

Inventors: TAUE JUN, TAUE, JUN
Applicants: YAMAHA MOTOR CO LTD, YAMAHA HATSUDOKI KABUSHIKI KAISHA
Application year: 1993
Main classification: F02B33
IPC codes: F02B33, F02B75