FIELD OF INVENTION

This invention relates generally to the field of internal combustion engines. Particularly it relates to an improvement in fabricated engines for improving the starting torque (angle), such that it generates high automotive power, when compared to that of engines that are presently popular.

BACKGROUND OF THE INVENTION

Engines utilized in any automobiles are important for the efficient functioning of the automobiles. Internal combustion engine is used to convert chemical energy into thermal energy, then thermal energy into mechanical energy of rotation or linear motion. A typical case is where fuel- petrol is used to burn inside a controlled device called piston chamber or combustion chamber. The chemical energy of fuel- burning is transferred to piston plate. With selected lever arrangements called crank and crank-shaft, the chemical energy in petrol is made to convert in to rotational energy of circular wheel.

All conventional four-cylinder piston engines, have four strokes for each cycle (1) Suction or intake 2) Compression 3) expansion or power and 4) Exhaust) and then re-cycles from the 5-th to the 8-th on wards. Further the piston rod and crankshaft rod are the same in the conventional cylinders.

For each stroke, the crank shaft angular change is 0 to 180 degrees, which is the firing expansion power generating stroke, 180 to 360 degrees is the exhaust of burned fuel, 360 to 540 degrees is the fuel mixture absorption and 540 to 720 degrees is the fuel mixture compression stroke. Thus the four strokes are effected in two rounds, where 360 degrees circular motion is one round and 2 x 360 = 720 degrees is the four strokes circular motion.

There are certain trigonometric relations that are applicable to the working details of all piston engines in general. In a typical piston engine, the piston compresses the fuel air mixture, when the piston is at the "top" of the cylinder. Then at the compressed position, the electrical spark from spark plug ignites the fuel to expand. The top most position of piston is designated as Zero degree. To give any torque to the piston system, the firing should take place at an angle largerthan zero degree. Conventionally all the engines in the present day manufacture are working at the start of piston expansion (that is firing) with angle less than five degrees, which is the start of the power stroke also. Thus these engines start the power stroke (at the expansion cycle) at a relatively small angle and certainly small angle is trigonometrically (and mechanically) poor efficiency power generation angle. Hence in the overall, it increases the fuel consumption rate, since this is the time when maximum fuel energy generation takes place.

To understand efficiency parameters for any conventional engine, the performance of the engine at the instant of ignition is taken, since this is the time at which maximum chemical force is released. It is Fl x Sin -3° for the rotational part while F1 Cos -3° part is released as radiator heat and exhaust gas heat. This is for start of ignition angle at 3 degrees.

The crank-shaft mechanism, has its firing instant, occurring at 2 degrees to 3 degrees shift, to the " vertical ", so as to give rotating " moment ", that is for circular motion. At that instant, for engine, the Sine 3 " Value is 0.0 523. That is 5.23 percent of the ignition force is having the conversion factor, and the remaining 94.77 percent is transforming in to radiator heat. This reduction factor improves as the angle value improves and when reaches 90 degrees, the efficiency factor is 1 or 100 percent. Thus for every piston stroke, the net efficiency is the average between 3 degrees efficiency and the 90 degrees efficiency. Therefore, it implies most of the energy is wasted and also reduces the efficiency of the engine when the firing happens at 2 degrees to 3 degrees.

In the known art, the crank shaft is having its power generating spark and fuel expansions at 2 degrees to 8 degrees. That is when sine 2 to sine 8, at which the power generating leverages factors is at extremely low levels. These inefficient domains, are common with all crank shaft engines, and major part of the energy contents in the molecular fuels, are wasted as radiator heat and exhaust gas temperature heat. When the crankshaft reaches 45 degrees, the major part of the expansions have already taken place.

The present invention is an improvement of the prior art 899/MAS/2001 titled new concepts with piston engines having firing angles 45 degrees and 135 degrees. The present inventionovercomes the above disadvantages by changing the firing angle between 45 degrees and 180 degrees and provides an efficient internal combustion engine start at full compression.

SUMMARY OF THE INVENTION

This invention relates to a device for generating automotive power with specially fabricated engine, which runs with ordinary fuel like petrol, diesel oil etc.

The present innovation is a design to modify the Crank shaft and piston rod to generate the starting of piston at full compression, while improving the starting torque (angle) at 45 degrees.

The objective of the invention is to improve the initial torque angle in the internal combustion engine.

It is a further object of the invention to moderate or decrease the fuel consumption in any automobile engines.

Another objective of the invention is to enhance the efficiency of the piston engine by modifying the piston rod and crankshaft arrangement in engines.

In a conventional engine, the firing angle is three degree therefore the useful component of rotation part could be 5 percentage derived from Sin 3 whose value is 0.0523. The product F x Sin gives the representation for Torque, wherein, F is Chemical expansion forces. The approach of the present invention is to increase the firing angle which in turn will increase the output torque percentage. The firing angle is modified to 45 degree and therefore the useful component of rotation could be 70 percentage.

In the proposed design of the invention, piston engine has a modification to the piston rod to improve the firing angle. The change of firing angle compared to conventional engine is around 45 degrees to 180 degrees.

In another aspect of the invention, ratio of piston length to piston radius is independent of crank shaft length resulting in more efficient and complete fuel burning of the piston engine.

Further, the advantages of the prevent invention are 1) the generation of wasteful heat in the engine reduces the coolant and radiator problems 2) pollution is relatively reduced 3) the mechanical structure is relatively simple and the engine can be made with durability 4) it can be adapted to spark-plug less, diesel engine, since then fuel compression factors are independent of piston diameter and piston length 5) piston length to radius ratio is larger therefore it can have reduced engine weight.

Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates the conventional piston engine having firing angle

FIG. 2 illustrating the firing angle of the present invention

FIG. 3 shows the typical small engine piston arrangement at 40 degrees (start of ignition)

FIG 4 illustrates the piston cap & zero degree coupling of piston engine

FIG. 5 represents the piston cap, piston rod and piston retainer at 40 degrees in a piston engine

FIG. 6 illustrates the lowered position of piston in an engine

FIG. 7 illustrates the piston "rod", with increasing length

FIG. 8 illustrates the zero to 45 degree in piston rod arrangements while retaining the fullcompression

FIG. 9 illustrates the zero to 45 degree in piston rod arrangements, while retaining Suctionstroke.

FIG. 10 illustrates the assembled piston with crank shaft with varying piston rod length & camattachment and separated components

DETAILED DESCRIPTION OF THE INVENTION

The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. Referring now to FIG. 1, conventional piston engine depicts the four positions of piston, piston rod and crank shaft in the fuel expanding modes from figures (A), (B), (C) and (D).

FIG. 1 also represents the corresponding energy Vector diagrams of the four strokes piston engine. Fl, F2, F3 and F4 are the force representations at the firing angular positions 3, 45, 90 and 135 and Tl, T2, T3 and T4 are the Torques representations of the conventional engine. During the firing angular positions 3, 45, 90 and 135, the position of piston could be at TDC (Top Dead Center), after TDC, center of the cylinder and before BDC (Bottom Dead Center). T = F X Sin □ is used to calculate the torque. Sin function gives the useful component to generate the rotational torque while Cos function generates the wasteful heat.

Roughly at the three degrees dependent factor of ignition, 5.23% of the energy of ignition is available for engine torque or rotation. 99.86% is wasted as heat in radiator. However, as the angle increases the efficiency factor improves and at 90 degree, the efficiency is 100%). But at that duration of 100% efficiency, the fuel has already used up its major part of energy content. This depicts that the average of efficiency for all angles from 3 degrees to 180 degrees is applicable.

The main objective of the present invention is to improve fuel efficiency, therefore it is essential to design piston engines which can start working at larger at the same time retain the fully compressed piston position.

The present innovation is a design to modify the crank and piston rod to generate the starting of piston at full compression, while improving the starting torque (angle) at 45 degrees.

Referring now to FIG. 2, it represents the firing angle of the present invention. The embodiment of the present invention designs an improvement in the piston engine such that the firing angle starts at 45 degree, the piston will be at the Top Dead Center (TDC) and generates the fullcompression during the starting of ignition (power stroke). The improvement in the crank arrangement is done to effect this starting torque. The length of the piston rod is increased so that the crank angle can be at 45 degree during the starting of ignition.

F2 x Sin 45 = 6 Fl x Sin 45 = (Increase in six times compared to conventional)
Using this kind of arrangement, the consumption of fuel is efficient since it utilizes and burns the fuel completely.

FIG. 3 shows the drawing or sketch for one piston, where piston, piston rod and crank shaft length are indicated. This is the case for a typical commercial one piston engine.

In FIG. 3, crank shaft length OA = 3 cms, increase in length for piston rod AB = 1 cm, piston rod length BC = CE = 8 cms, piston cap height CD = 2 cms. The length of the piston is increased to modify the firing angle in the crank shaft, such that start of ignition takes place at 45 degree.

FIG. 4A shows the cross- section of piston cap. Figure 4B shows the start of engagement of piston, with its complementary part. Piston rod and crank-shaft are shown behind. During the start of ignition, say zero to 45 degree, the crank shaft rotates in the complementary path and forms a gap at the top of the combustion chamber. From 45 degree to 360 degree, the crank shaft takes the conventional engine arrangement or normal set up of an engine.

FIG. 5 shows piston cap and piston at 40 degrees. This is the angle at which piston gets released and ignition takes place. At this instant piston "rod" increases its length by 1 cm, in a typical case.

FIG. 6 illustrates the lowered position of piston, at 140 degrees. It shows the releasing cam at which the piston "rod" reduces length by one centimeter. At this juncture, piston stay and complementary piston stay are at different positions. FIG. 6 illustrate position of cam 1 (unlocking), new position of piston cap from 2" position, new position of piston stay as 3 and new position of stay coupling part at 4.

FIG. 7 shows piston rod with increasing length. In finer detail with piston "rod", it increases in length is by about one centimeter. The cam disengages through a lever, so that the position rod slides back to it's reduced length. There are three sliding slots, one of which is spring controlled. It shows that this modification can be relevantly adapted to any four cylinder piston engine also. Here, piston rod increases or decreases (with in a slide) as angular position requires for increased mechanical advantage.

In FIG. 7, sliding slots are 2 cms in size shown as 1, 2 and 3; whereas 4 is locking for increased length, 5 as cam for unlocking, 6 as holding spring and 7 as diametrical pin. During the rotation of cam 5, holding spring 6 activates the piston rod or lever, therefore it locks the crank at diametrical pin 7 for increased length.

FIG. 8 depicts the zero to 45 degrees in piston rod arrangements while retaining the compression stroke. Crank shaft has an extra cam arrangement such that fuel compression is retained while changing the angles (for crank shaft) from zero degrees to 45 degrees. At 45 degrees, the ignition can take place with highly improved fuel efficiency. The slope or sliding slope of the cam is designed in such a way that the piston rod and crank shaft takes the normal position by the time the crank shaft moves to 50 degrees. That is the gap {g} is closed having reduced effective piston rod length. From 50 degrees to 360 degrees or (zero degree) the piston based set¬up worker as normal engine. Again at zero to 45 degrees the piston stay and cam come in to action. This avoids the fuel - inefficient ignition angle. This mode of setup can work above thousand RPM. The novelty of the invention is the compression remaining the same at zero degree and forty five degrees.

FIG. 9 represents the zero to 45 degrees in piston rod arrangement while retaining the suction stroke. It is illustrated using the compression movement when the piston has its force from fuel for downward motion. During the third stroke of suction the top part and lower part of the piston rod has its force in the opposite direction and hence the gap "g" can increase and in order to stop this, fig. 9 depicts an L-shaped retainer in the piston rod arrangement. The L-shaped retainer hasbeen devised for the purpose of stopping the downward motion of the lower portion of the piston rod during Suction part for reducing gap 'g'.

FIG. 10 represents the assembled piston with crank shaft with varying piston rod length & cam attachment and also with its separated components. The function of the cam arrangement depicted in fig. 8 and fig. 9 represents the working of piston crank arrangement during the top side motion of the piston rod. In the actual working model, the stay and cam arrangement is effectively possible on both sides of the piston rod (not shown in figures).

ADVANTAGES OF THE PRESENT INVENTION

1. With the improved mechanical advantage of the present invention, the device yields three to four times the power to rotate, for the same quantity of fuel consumed in a piston engine

2. Consequently the generation of wasteful heat in the engine is reduced and that further reduces the coolant and radiator problems.

3. The fuel burning is more efficient and complete, since the piston length to piston radius ratio is independent of crank shaft length whereas this is not achieved in the conventional engines

4. The improved arrangement consequently helpful for reducing pollution to large extent.

5. The mechanical structure is relatively simple and so the engine can be made with durability and reliability.

6. It can be adapted to spark-plug less, diesel engine, since then fuel compression factors are independent of piston diameter and piston length.

7. It can have reduced engine weight since piston length to radius ratio is larger

I CLAIM:

1. A novel mechanical structure in the fabricated engine for improving the starting torque by modifying the crank shaft and piston rod to provide ignition at full compression comprising: increased length of the piston rod; varying the angle of the crank shaft by 45 to 180; works with around four times fuel efficiency and increases the efficiency of engines by six times when compared with conventional piston engine

2. The novel mechanical structure of claim 1, the length of the piston rod is increased for varying the firing angle

3. The novel mechanical structure of claim 1, includes a cam arrangement in the crank shaft

4. The cam arrangement of claim 3, fuel compression is retained while changing the angles for crank shaft from zero degrees to 45 degrees

5. The cam arrangement of claim 4, the ignition can take place at 45 degrees with highly improved fuel efficiency

6. The cam arrangement of claim 3, the slope or sliding slope of the cam is designed in such a way that the piston rod and crank shaft takes the normal position by the time the crank shaft moves to 50 degrees

7. The novel mechanical structure of claim 1, includes a L shaped clamp to control the downward motion of the lower portion of the piston rod during suction stroke and thereby decreasing the gap within the piston rod

8. The cam arrangement of claim 6, wherein works effectively on both top and bottom sides of the piston rod

9. The novel mechanical structure of claim 1, burns the fuel more "completely" and reduces the pollution to large extent

10. The novel mechanical structure of claim 1, the arrangement reduces total weight of the engine, which adds to fuel efficiency.

11. The novel mechanical structure of claim 1, reduces the wasteful heat generation in engines