Abstract:
The invention relates to a connecting rod/crank transmission system in which the force (F 1 ) applied by the connecting rod is transmitted via a pin ( 1 ) to two diverging arms ( 7, 8 ) of the crank that are joined to the counterweight ( 3 ) thereof at points (C, D) located at a radial distance (r 2 ) greater than the radial distance (r 2 ) of the connecting rod pin ( 1 ), in order to increase the torque transmitted and the performance of the system. The invention also relates to a crankshaft formed with said cranks.

Description:
AREA OF INVENTION 
       [0001]    The current invention is in the field of Mechanical Engineering particularly to the connecting rod-crank mechanism, applicable to machines and engines where this mechanism is applied such as reciprocating internal combustion engines, pumps and compressors. 
       INVENTION BACKGROUND 
       [0002]    This invention is related to the connecting rod (conrod) and crank/crankshaft mechanism to convert movement used in a reciprocating internal combustion engine and similar machines. 
         [0003]    Searching to improve fuel performance in engines there have been diverse developments such as fuel optimization usages and more efficient engines. However the crankshaft hasn&#39;t been modified in decades and its mechanical principle is unaltered. 
         [0004]    The crankshaft is one of the most important parts of the Internal Combustion Engine (ICE); it can be described as a solid rigid body with translation of mass center and rotation about an axis. The crankshaft converts reciprocating motion (linear motion by the piston) in rotational motion, produced by the pressure of the combustion gases and the inertial masses through the connecting rod to the crankshaft and finally to the flywheel and the wheels of a vehicle. 
         [0005]    The crankshaft transmits the effort produced by the combustion thus suffering various kinds of strains like torsion, flexion, vibration and shear. It is also submitted to centrifugal force and must have balance masses to compensate for these rotational forces in each piston. 
         [0006]    The old steam locomotives used a connecting rod-crank mechanism to rotate the wheels straight from the steam engine. The connecting rod moved the wheels directly unlike the internal combustion engines that have a gearshift. 
         [0007]    The crankshaft is part of the connecting rod-crank mechanism; it is part of the system that transforms the thermal energy from combustion to mechanical energy. Crankshafts are widely used in internal combustion engines for vehicles and similar machines in which the linear movement of pistons (reciprocating movement) is transformed in rotational movement of the crankshaft. 
         [0008]    Despite the proven reliability of the connecting rod-crank mechanism there is still an opportunity to provide a system that improves engine efficiency and reduces fuel consumption. 
         [0009]    There isn&#39;t a description in previous works of a movement transmission system of the connecting rod-crank/crankshaft type that can produce relevant reduction of fuel consumption in an Internal Combustion Engine. 
         [0010]    This invention proposes a crankshaft with an improved connecting rod-crank mechanism that improves with very good results the fuel consumption in an Internal Consumption Engine. 
         [0011]    The actual connecting rod-crank mechanism, for example, the crankshaft as the one in  FIG. 9  has the following parts: connecting rod journal ( 1 ), main bearing journal ( 2 ), balance masses or counterweights ( 3 ) and crank arm ( 4 ). The pressure exerted by the gases within the cylinder produce a force transmitted to the piston and the connecting rod connected to the journal ( 1 ) that begins translational motion around the main bearing journal ( 2 ) and the resulting rotation around its axis. The balance mass or counterweight ( 3 ) compensates dynamically the system and the arm ( 4 ) connects pints A and B ( FIG. 8 ); this is the momentum radius that suffers flexion thus requiring more material to increase its mechanical resistance. 
         [0012]    The torque in the crankshaft is given by the force applied to the connecting rod journal ( 1 ) between the axis of the connecting rod journal and the axis of the main journal (distance A-B). 
         [0013]    This invention improves the connecting rod-crank system by generating a physical separation of the main journal ( 2 ) and the connecting rod journal ( 1 ) that in the current design are connected by the crank arm who is affected by the flexion strain. This single arm is replaced in the new design with two arms from the connecting rod journal from two different angles to the outer circle of the crankshaft. These two arms are called the compression arm ( 7 ) and the tension arm ( 8 ); thus, the force exerted by the connecting rod (F 1 ) over the journal ( 1 ) is split up in two vector forces: compression force (F 2 ) and tension force (F 3 ) given by the compression arm ( 7 ) and tension arm ( 8 ) correspondingly. The force is applied at points C and D with a radius r 2  longer than previous radius r 1  ( FIG. 2 ). 
         [0014]    The torque or momentum is the force applied to a body multiplied by the distance from the axis and it is measured in Newtons/meter. Therefore momentum is force times distance (L=F*d); since the new design the distance r 2  y greater than r 1 , applying the same force the momentum will be greater. Hence, with r 2  (new design) it is required a lesser force to achieve the same momentum as with r 1 . 
       INVENTION SUMMARY 
       [0015]    The invention in this current request provides an upgraded connecting rod/crank system where the flexion arm is replaced by two arms from the journal in divergent angles outer circle of the crankshaft. These two new arms are named Compression arm and Tension arm; therefore the force applied to the connecting rod journal is split up in two vector forces: compression and tension forces. 
         [0016]    Additionally the present document includes the crankshaft that incorporates the upgraded connecting rod/crank system described. 
         [0017]    The advantages and objectives of the invention will be cleared in the detailed description, the figures attached and the claims responses. 
     
    
     
       DRAWINGS BRIEF DESCRIPTION 
         [0018]      FIG. 1 . First version of the new motion transmission system. Transversal view. 
           [0019]      FIG. 2 . Diagram of the forces in new system. View of piston, connecting rod/crank and crankshaft. 
           [0020]      FIG. 3 . First version crankshaft full view. 
           [0021]      FIG. 4 . Second version of the new motion transmission system. Transversal view. 
           [0022]      FIG. 5 . Second version crankshaft full view. 
           [0023]      FIG. 6 . Third version of new motion transmission system. Transversal view. 
           [0024]      FIG. 7 . Third version crankshaft full version. 
           [0025]      FIG. 8 . Conventional motion transmission system. Transversal view. 
           [0026]      FIG. 9 . Conventional crankshaft full view. 
       
    
    
     LISTED ELEMENTS OF THE INVENTION 
       [0027]    Connecting rod/crank journal ( 1 )
 
Main journal ( 2 )
 
Counterweight/Balance masses ( 3 )
 
       Crank arm ( 4 ) 
       [0028]    Crankshaft axis ( 5 ) 
       Crankshaft ( 6 ) 
     Compression arm ( 7 ) 
     Tension arm ( 8 ) 
     Point A 
     Point B 
       [0029]    Peripheral/Outer circle point C
 
Peripheral/Outer circle point D
 
       Radius r 1   
     Radius r 2   
       [0030]    Force from connecting rod/crank (F 1 )
 
Compression force (F 2 )
 
Compression force (F 3 )
 
       DETAILED DESCRIPTION OF INVENTION 
       [0031]    The invention involves the connecting rod/crank mechanism where the force applied by the connecting rod (F 1 ) over the journal ( 1 ) is split up in two vector forces: compression force (F 2 ) and tension force (F 3 ). This physical separation is achieved by replacing the crank arm ( 4 ) that supported tension strain with two arms that come from the connecting rod journal in divergent angles up to the peripheral circle of the crankshaft. These two new arms are named compression ( 7 ) and tension ( 8 ) arms. 
         [0032]    By physically separating the force that is now applied over points C and D with a resulting radius r 2  (C-B and D-B) greater than radius r 1  of the traditional connecting rod/crank system. The longer radius (distance to a rotating axis) allows a higher torque or momentum using the same force since Torque is Force multiplied by distance (L=F*d). 
         [0033]    The result is a connecting rod/crank motion transmission system (as shown in  FIG. 2 ) in which two divergent arms ( 7 , 8 ) reach out from the connecting rod/crank journal ( 1 ), that behave under a compression force (F 2 ) and tension force (F 3 ), transmit the force from the connecting rod/crank (F 1 ) to two peripheral points (C, D) located where the tension and compression arms connect with the counterweight ( 3 ) applied with a radius r 2  that is longer then radius r 1  resulting in a higher torque using the same force from the engine. 
         [0034]    An essential characteristic of the invention is the separation of the force from the connecting rod/crank (F 1 ) into two forces (F 2 , F 3 ), where F 2  is applied through the Compression Arm ( 7 ) and F 3  is applied through the Tension Arm ( 8 ), as shown in  FIG. 2 . 
         [0035]    The force from the connecting rod (F 1 ) applied to the connecting rod journal ( 1 ) is transmitted to points C and D through the Compression arm ( 7 ) and the Tension arm ( 8 ). F 2  is a compression force applied to point D and F 3  is a tension force applied to point C; both are applied at a radius r 2  to the main journal to rotate the system. Since applied through a longer radius the torque is larger. 
         [0036]    This invention has applied the modified mechanism connecting rod/crank in different types of crankshafts for Internal Combustion Engines with very good results improving the fuel consumption. 
         [0037]    The Crankshaft ( 6 ) of the invention has the system of two divergent arms, compression arm ( 7 ) and tension arm ( 8 ) from the connecting rod/crank journal.  FIGS. 1,4,6  show the arms in different crankshaft designs. 
         [0038]    The main feature of the crankshafts ( 6 ) with the invention is the radius r 2  is longer than the radius r 1  of the actual design of crankshafts as seen in  FIG. 8 . 
         [0039]    One of the versions of the invention shown in  FIGS. 4,5,6,7  has the crankshaft ( 6 ) with an inner circle that acts as a flywheel for the engine. 
         [0040]    Another version has the crankshaft with two circles that also act as flywheels for the motor. 
         [0041]    As shown in  FIGS. 4 and 6 , the compression arms ( 7 ) and the tension arms ( 8 ) and the counterweights ( 3 ) are replaced by semicircles, forming together complete circles; their masses act as flywheels for the structure. 
         [0042]    This feature regarding the flywheels helps the engine work smoother, extend its life cycle and have an easier acceleration when passive. 
         [0043]      FIG. 1  describes a solid according to the first version of the motion transmission system where the counterweight ( 3 ) is portrayed by a solid semicircle, the compression ( 7 ) and tension ( 8 ) arms form a triangle with a base of the added radii r 2 . 
         [0044]      FIG. 3  depicts the crankshaft with the first version of the motion transmission system described in this invention. 
         [0045]      FIG. 4  shows the solid of the second version of the motion transmission system. Again the counterweight ( 3 ) is portrayed by a hollow semicircle, the compression ( 7 ) and tension ( 8 ) arms are circular and encircle two holes between radius r 1  and the radii r 2 . 
         [0046]      FIG. 5  depicts the crankshaft with second version of the motion transmission system invented. 
         [0047]      FIG. 6  shows the solid of the third version of the motion transmission system. The counterweight ( 3 ) is portrayed by a solid mass and the compression ( 7 ) and tension ( 8 ) arms that encircle two hollow moon shaped figures. 
         [0048]      FIG. 7  depicts the crankshaft with the third version of the motion transmission system invented. 
         [0049]    In evaluations, the applied invention with the upgraded connecting rod/crank system used in a crankshaft fuel consumption has been 60% less than the regular usage. 
         [0050]    The preferred variations of the invention have been presented above applied in crankshafts; it is clear that any modification evident for any knowledgeable technical person is harnessed and protected under this invention. 
       Examples 
       [0051]    The 1.6 liter 2012 KIA CERATO FORTE has a conventional crankshaft with a radius r 1 =42.5 mm (0.0425 m). 
         [0052]    The momentum (L 1 ) in this crankshaft calculated as Force (F) by Distance (d), using F=4,000 Newton and d=r 1 =0.0425 m: 
         [0000]        L 1= F*r 1 
         [0000]        L 1=4,000 N*0.0425 m=170 Nm 
         [0053]    The calculated Torque (L 1 ) is 170 Nm in the current conventional crankshaft. 
         [0054]    In the same engine of the same vehicle the new crankshaft with the invention was installed ( FIG. 4 ) with a measured radius r 2 =68 mm=0.068 m. 
         [0055]    The force is now applied to points C and D with r 2  (B-C, B-D) greater than r 1  (segment A-B  FIG. 8 ). 
         [0056]    The momentum L 2  in the modified crankshaft is calculated: 
         [0000]        L 2= F*r 2 
         [0000]        L 2=4,000 N*0.068 m=272 Nm 
         [0057]    The calculated Torque (L 2 ) is 272 Nm, greater than L 1  (conventional crankshaft design). 
         [0058]    Comparing L 2  and L 1 , calculating L 2 /L 1 =272 Nm/170 Nm=1.6. The calculated Torque of the modified crankshaft is 60% greater than the calculated Torque of the conventional one. 
         [0059]    Since the force is generated by the pressure of the gases within the combustion chambers of the engine, maintaining all variables constant as the conventional crankshaft and based on the above calculations, using the modified crankshaft the engine would need 60% less energy to obtain the same Torque. 
       Fuel Consumption 
       [0060]    The modified crankshaft was installed in the 1.6 liter 2012 KIA CERATO FORTE according to the design in  FIG. 4 . Tests were run in the city of Bogotá, Colombia in urban roads. 
         [0061]    The following are the measurement taken in the tests. 
         [0000]    
       
         
               
             
               
               
               
               
               
               
               
               
               
             
               
               
               
               
               
               
               
               
               
             
           
               
                 TABLE 1 
               
             
             
               
                   
               
               
                 Vehicle with conventional crankshaft 
               
             
          
           
               
                   
                 Test 1 
                 Test 2 
                 Test 3 
                 Test 4 
                 Test 5 
                 Test 6 
                 Test 7 
                 Average 
               
               
                   
                   
               
             
          
           
               
                 Initial read 
                 93.831 
                 96.658 
                 102.975 
                 105.240 
                 109.111 
                 215.426 
                 219.219 
                   
               
               
                 (L) 
               
               
                 Final read 
                 96.572 
                 102.864 
                 105.160 
                 109.005 
                 113.511 
                 219.219 
                 222.865 
               
               
                 (L) 
               
               
                 AVG 
                 9.9 
                 9.0 
                 8.9 
                 9.9 
                 9.7 
                 12.3 
                 11.9 
               
               
                 Time (h) 
                 1:55 
                 3:36 
                 1:28 
                 2:33 
                 2:37 
               
               
                 Distance 
                 32.6 
                 78.2 
                 28.7 
                 41.8 
               
               
                 (Km) 
               
               
                 Fuel used 
                 0.7241 
                 1.639 
                 0.5773 
                 0.9947 
                 1.162 
                 1.0 
                 0.96 
               
               
                 (Gal) 
               
               
                 Performance 
                 45 
                 47.7 
                 49.7 
                 42 
                 44.4 
                 38.1 
                 38.4 
                 43.62 
               
               
                 (km/gal) 
               
               
                 Performance 
                 28.12 
                 29.81 
                 31.06 
                 26.25 
                 27.75 
                 23.81 
                 24 
                 27.28 
               
               
                 (mi/gal) 
               
               
                   
               
             
          
         
       
     
         [0062]    Average performance with conventional crankshaft: 43.65 km/gal (27.28 mpg) 
         [0000]    
       
         
               
             
               
               
               
               
               
               
               
             
               
               
               
               
               
               
               
             
           
               
                 TABLE 2 
               
             
             
               
                   
               
               
                 Vehicle with modified crankshaft (invention) 
               
             
          
           
               
                   
                 Test 1 
                 Test 2 
                 Test 3 
                 Test 4 
                 Test 5 
                 Test 6 
               
               
                   
                   
               
             
          
           
               
                 Initial read 
                 671.475 
                 675.878 
                 680.642 
                 682.776 
                 684.839 
                 689.340 
               
               
                 (L) 
               
               
                 Final read 
                 673.414 
                 677.803 
                 682.776 
                 684.839 
                 686.789 
                 691.386 
               
               
                 (L) 
               
               
                 AVG 
                 7.0 
                 6.8 
                 6.9 
                 6.7 
                 7.7 
                 6.8 
               
               
                 Time (h) 
                 1:42 
                 1:12 
                 1:48 
                 1:20 
                 1:35 
                 1:34 
               
               
                 Distance 
                 36.5 
                 36.5 
                 36.5 
                 36.5 
                 36.5 
                 36.5 
               
               
                 (Km) 
               
               
                 Fuel used 
                 0.5123 
                 0.5086 
                 0.5638 
                 0.5450 
                 0.5152 
                 0.5406 
               
               
                 (Gal) 
               
               
                 Performance 
                 71.26 
                 72.00 
                 64.7 
                 67 
                 70.85 
                 67.5 
               
               
                 (km/gal) 
               
               
                 Performance 
                 44.53 
                 45 
                 40.43 
                 41.87 
                 44.28 
                 42.18 
               
               
                 (mi/gal) 
               
               
                   
               
             
          
         
       
     
         [0000]    
       
         
               
             
               
               
               
             
           
               
                 TABL3 3 
               
               
                   
               
               
                 Comparative results between Vehicle with conventional crankshaft 
               
               
                 and results with vehicle with modified crankshaft 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                   
                 Average performance conventional 
                 43.65 km/gal (27.28 mpg) 
               
               
                   
                 crankshaft 
               
               
                   
                 Average performance modified 
                 69.40 km/gal (43.37 mpg) 
               
               
                   
                 crankshaft 
               
               
                   
                 Performance improvement 
                 +59% 
               
               
                   
                   
               
             
          
         
       
     
       SUMMARY 
       [0063]    The invention described in this document provides an upgraded connecting rod/crank system where the flexion arm is replaced with two arms originated from the connecting rod journal at divergent angles up to the peripheral circle of the crankshaft. These new arms are called Compression and Tension arms; therefore, the force applied by the connecting rod to the journal is divided in to vector forces: compression force and tension force. 
         [0064]    Additionally, the request for invention provides a crankshaft that features this upgraded connecting rod/crank system invented.