Note: Descriptions are shown in the official language in which they were submitted.
CA 02504057 2005-04-14
WH 12 657CA
TITLE: SELECTIVE LEVERAGE TECHNIOUE AND DEVICES
FIELD OF INVENTION
The present invention relates to improved
performance of a device having a pulsing input or output
such as combustion engines, AC generators, compressors and
other cyclically varying devices.
BACKGROUND OF THE INVENTION
Structures to enhance the performance of internal
combustion engines continued to be proposed including my own
designs as set forth in Canadian Patent 2,077,275, Canadian
application 2,450,542 and PCT application PCT/CA2004/001989.
These designs use a rotary design as opposed to a
reciprocating piston engine, to alter the transfer of the
combustion force of the engine to its output shaft. Rotary
engines require significant changes to the accepted
manufacturing process and have not been readily adopted.
The present invention provides an intermediate
solution that provides some of the advantages of my earlier
structures for conventional cyclically varying input or
output devices. This intermediate solution includes a SLT
(Selective Leverage Technique) gear train that uses a well
known leverage principle to improve the performance of
engines, AC motors and generators, compressors etc.
SUMMARY OF THE INVENTION
According to the present invention a non linear
torque altering gear train is used in combination with a
device having a pulsating torque cycle characteristic. The
gear train comprises a gear train having a cyclic torque
variation selected to cooperate with the pulsating torque
characteristic of the device to improve the performance
thereof by non linearly modifying during each cycle the net
torque of the combination.
-1-
CA 02504057 2005-04-14
WH 12 657CA
According to an aspect of the invention the device
is an input to the gear train.
In a different aspect of the invention the gear
train is an output of a piston type four stroke motor and
said gear train increases the net torque output during the
power stroke and decreases the net torque required during
the combustion stroke. The motor may be a single cylinder
or a multi-cylinder engine.
In a preferred aspect of the invention the piston
type engine is a two or four cylinder engine and preferably,
the gear train is defined by 2 elliptical-like gears.
In yet a further aspect of the invention the gears
cooperate to provide a maximum increase in peak torque of at
least 2Ø
The device can also be a driven device and in this
case the gear train modifies the input force to improve the
output of the driven device. This has particular
application with AC generators and piston type compressors.
A further embodiment of the invention includes
steam and wind turbines providing the input force for the
gear train and a connected AC generator. The gear train is
a varying speed cyclic transmission and the AC generator is
driven at increased torque during part of its cycle to
increase the power output. The gear train preferably
includes two elliptical-like gears.
In a further aspect of the invention the gear train
is a varying speed cyclic transmission paired to cooperate
with a cyclically varying torque requirement or torque
output of the device.
-2-
CA 02504057 2005-04-14
WH 12 657CA
With the present invention, the gear train has a
cyclically varying torque characteristic matched to a
cyclically varying requirement or output of the device.
The present invention is also directed to using a
SLT gear train to cyclically vary torque characteristics to
match a cyclically varying requirement or output of a
device.
BRIEF DESCRIPTION OF THE DRAWINGS
Preferred embodiments of the invention are shown in
the drawings, wherein:
Figure 1 is a perspective view of the SLT gear
train of two spur gears mounted with offset axis of
rotation;
Figure 2 is a top view of the SLT gear train using
two elliptical shape gears;
Figure 3 is a top view of the SLT gear train using
two gears with three distinct gear segments;
Figure 4 is a top view of the SLT gear train using
two gears having four distinct gear segments;
Figure 5 is a perspective view of the SLT gear
train of Figure 1;
Figures 6, 7, 8 and 9 are schematics of the SLT
gear train used in combination with an output shaft of a
piston type internal combustion engine;
Figure 10 shows the SLT gear train that includes
additional gears to allow the same direction of rotation of
the input shaft to the output shaft;
-3-
CA 02504057 2005-04-14
WH 12 657CA
Figure 11 is a torque/ degree of rotation graph;
and
Figure 12 is a schematic showing the use of the SLT
gear train attached to the output shaft of an AC motor.
Detailed Description of the Preferred Embodiment
Figures 1 through 4 show different SLT gear train
arrangements where rotation of one of the gears at a
constant input/output speed produces a cyclically varying at
a speed of the other gear and cyclically varying torque
characteristics. These SLT gear trains have particular
application with a powered device having a cyclically
varying characteristic or pulsating characteristic or with a
driven device having a pulsating characteristic.
The SLT gear train 10 of Figure 1 has two circular
gears 11 and 12 secured with offset axis of rotations 13 and
14. These gears are simple to make and are preferred for
many of the application of the SLT gear train with a
pulsating device.
The SLT gear train 20 of Figure 2 has similar
cyclically varying characteristics but uses elliptical-like
gears 21 and 22 rotating about axes 23 and 24. This SLT
gear =train and the gears of Figure 1 can be used with single
or double piston engines or compressors to improve the
output as will be discussed with respect to the later
Figures.
The SLT gear train 30 of Figure 3 has two gears 31
and 32 with each gear having three changing speed segments
33 located 120 degrees apart. This SLT gear train is useful
with devices having a pulsing sequence every 120 degrees.
The SLT gear train 40 of Figure 4 includes gears 41
and 42 with each gear having four gear segments 43. This
-4-
CA 02504057 2005-04-14
WH 12 657CA
SLT gear train is useful with devices having a pulsing
sequence every 90 degrees.
Each of the SLT gear trains of Figures 1 through 5
provides a changing mechanical advantage or "lever" during
each cycle. This advantage is matched or paired with
cyclically varying characteristics of a driven or a drive
device.
Figure 5 is a sectional view of a SLT gear train 50
having gears 52 and 54. Gear 52 is rotated by drive shaft
51 such as an output shaft of an engine. Gear 54 is driven
by gear 52 and rotates the new output shaft 53. The SLT
gear train of Figure 5 is advantageous with a two cylinder
engine. The gears are elliptical-like, rotating around
focal point with parameters: A = distance between centers,
a = ellipse axis, c = ellipse focal distance.
Figures 6 to 9 show the SLT gear train 60 paired
with a one cylinder assembly 61, crankshaft 62, primary gear
63, secondary gear 64 and output shaft 65. These figures
will also be explained relative to the graph of Figure 11.
The cylinder assembly 61 of Figure 6 has the piston
starting the combustion stroke after compression of working
media. The force exerted on the piston is transmitted
through the connecting rod and rotates the crankshaft 62.
During the next 180 degree shaft rotation, variable torque
is produced as generally shown on Figure 11.
Curve 111 indicates maximum torque being produced
at about 90 degree shaft rotation. From Figure 6 it can be
understood that, if engine shaft 62 with gear 63 rotates
clockwise, the torque at shaft 64 is increased due to the
multiplying or leverage affect produced by the gears 63 and
64. The maximum leverage occurs at 90 degree engine shaft
and gear 63 key position (assuming that ellipse bigger axis
"a" Figure 5 is perpendicular to key axis) is vertical.
-5-
CA 02504057 2007-08-03
The cyclically varying gear multiplier or leverage is varied from 1.2 to 2 (90
degree) and then back to 1.2; but depending on ellipse parameters, these
numbers could vary. With 180 degree rotation of engine shaft 62, secondary
shaft 65 rotation is less than 180 degree, and for those particular parameters
equal to 110 degrees. With analysis of curve 112 Figure 11 shows that maximum
torque is produced during maximum gears leverage and in this particular case
average torque magnification is approximately 60%.
Figure 7 shows gears position after combustion and before the exhaust
stroke. During exhaust rotation (inertia) of secondary shaft 65 is pushing
gases out of cylinder with higher speed and torque, because gear ratio allows
to reduce energy required for exhaust.
Figure 8 shows gears position after exhaust before suction. During
suction the suction stroke the gear ratio is working as a disadvantage and in
this example requires 60% more energy for suction.
Figure 9 shows gears position after suction. During compression inertia
of shaft 65 continues to provide the necessary force for compression. The gear
ratio is now favorable and 60% less energy for compression is required.
Figures 6 to 9 provide an explanation with respect to a four stroke
engine, however this advantage can also be used for two stroke engines.
For two cylinder four stroke engines with gears as described in Figures 1
and 5, the average leverage is between 50 and 75%.
It is important for efficiency of the present method to find point of
engine maximum torque and key the
6
CA 02504057 2005-04-14
WH 12 657CA
leading gear of the SLT gear train to provide the cyclically
varying mechanical advantage.
In some cases direction of rotation and alignment
of the SLT gear train output shaft with the original engine
output shaft may be necessary or desired. Figure 10 shows
one for this purpose. In this case engine shaft 101
coupled with coupling 102 to external/internal primary shaft
103 having special gear 104 connected to satellite shaft 106
having special gear 105 and regular gear 107 transmitting
rotation to regular gear 108 and shaft 109 which is aligned
with original engine shaft/crankshaft. This arrangement
could be incorporated into the engine, into a stationary
housing or into a clutch.
In preliminary tests of a two cylinder engine using
the present invention, the average torque increase is
approximately 50% and with the same rpm (rotation per
minute) allows 50% engine power increase. Similar or
increased benefits may be realized for 4, 6 and 8 cylinder
engines.
For increased understanding the following specific
examples are provided. With a four cylinder engine,
combustion is performed every 180 degree (four stroke) and
the configuration of gears pitch line as shown in Figure 2
is advantageous. In this case leading special gear keyway
alignment should be around 55 degrees clockwise or
counterclockwise depending of direction of rotation (for
maximum gear ratio 2) and not 90 degrees as on Figure 6.
In case of six cylinder engines, a special gear is shown on
Figure 3, having three equal sections every 120 degrees.
Keyway angle deviation in this case is around 35 degrees.
In case of an eight cylinder engine special gear is shown on
Figure 4, having four equal sections every 90 degrees, with
keyway angle deviation in this case should be around 27
degrees.
-7-
CA 02504057 2005-04-14
WH 12 657CA
In some conditions for six and eight cylinder
engines it is more economical to have extra pair of regular
gears placed before pair of special gears multiplying engine
rotational speed (rpm) in such way that leading special gear
Figure 2 makes 180 degree rotation for 120/90 degree of
engine shaft rotation with regular gears ratio 1.5/2
accordingly. After special gears could be placed another
pair of gears to reverse multiplication in case of
requirement. For a single cylinder engine, the speed can be
reduced by pair of regular gears with ratio 2, in
combination with the SLT gear train of Figure 1.
Figure 12 illustrates the desired selective
cyclical amplification of a force to improve the performance
of an AC motor. An average AC motor force Fav is shown
relative to the modified output force 1204. The output force
created using the combination of the present invention is
curve 1204 with average force (and corresponding torque) F*
for a driven by AC motor device.
Figure 12 shows example of SLT effect when adding
device having two special gears connected to output shaft of
single phase AC motor. Special gear 1201 is connected to AC
motor shaft in such way that it creates a maximum torque for
driven device connected to special gear 1202 when it
required. Figure 12 shows induction curve = and current
curve I and force curve F as a result of a load to AC
motor. Without SLT device Figure 12 shows average motor
force Fav and 1204 is actual force curve created by SLT
device with average force (and corresponding torque) F* for
driven device. If driven device is pulsing energy device
(for example piston compressor) positive effect will be even
greater if this device is aligned properly.
-8-
CA 02504057 2005-04-14
WH 12 657CA
In case of AC generator, using SLT device, connected to
its shaft, and driven by turbine or other source (engine,
wind turbine and etc.) it will supply, if properly aligned,
higher torque to rotor when required by load. Without load
rotor will have maximum speed variation and with load
increase this variation becomes negligent. Special gears
Figure 2 are recommended.
If the driven device is a pulsing driven device
(for example a piston compressor) the positive effect will
be even greater if this device is aligned properly. In
case of an AC generator, using the SLT gear train connected
to its shaft, and driven by turbine or other input source
(engine, wind turbine and etc.) it will supply, if properly
aligned, higher torque to the rotor when required by the
load. Without load, the rotor will have maximum speed
variation and with load the speed variation becomes
negligent.
The timed mechanical advantage of the present
system has been particularly described with respect to
modifying the output of a pulsating drive device but it is
also useful altering the input to a driven device such as a
piston compressor, an AC generator or other pulsating
devices having changing torque characteristics.
Although preferred embodiments of the invention
have been described herein in detail it is understood that
variations may be made thereto without departing from the
spirit of the invention or the scope of the appended claims.
-9-
