Title of Invention

GIDDIED CRANK PIN DESIGN - I C ENGINE

Abstract

Guided crank pin Internal combustion engine design gives 2 to 3 folds better out put than the conversional I G Engines. In this design the crank length is variable as there is a slot in the crank plate. The crank pin is guided by a guide plate with a track. Here the mechanism is so arranged when piston is at TOG (Top dead centre) the bottom end of the connecting rod is as close as possible to best crank angle. Where we get highest mechanical advantage. Once the fuel is ignited the peak pressure point will be transferring the highest pressure to the crank shaft in this design. Hence gives out high efficiency. In this design as the stroke length decreases by 15 to 20% and effect on the volume, so it is better to compensate by the increasing diameter of the piston about 15 to 20% .

Full Text

, , . . 4. DESCRIPTION ( Complete specification ) Three Drawings Fig : 1, 2 & 3 attested In this guided crank pin design, the piston (2) reciprocates in piston bore (1) as usually. But the stroke length will not be double the crank length. Because the crank length charges according to the guide track provided by guide plate (8) (reffig.3) A slot (6) is provided in the crank plate (5), (ref. fig. 2). Where the crank pin (7) is free to slide up & down in that slot. On both the side of the crank plate (5) Guide plates (8) are provided. Crank pin (7) passes through guide plate and crank plate as shown in fig 1. Both the guide plate (8) and crank plate (5) has got same centre axis "e", where crank shaft (9) is provided. The Guide plate is static in the same place, the crank plate rotate around the centre axis "e" along with the crank shaft (9). When crank pin (7) is at point 'b' that is bottom dead centre, (ref. fig. 1) piston (2) is at its bottom most point in the bore. As the crank plate (5) Rotates in clock wise direction the distance between e & b in the crank plate (5) remains same. This motion in turn will be pushing the piston (2) up word. When crank pin (7) comes to point "c" & goes on in clock wise direction the crank pin (7) will follow the track provided in the Guide plate (8), also will be abided by the slot (6) provided in the crank plate (5). As a resultant of the Guide track & the slot in the crank plate, crank pin follows a different radius. At different point of time from point "c" & point "a". The radius of the arch "c-a" is arranged in such a way that the piston (2) Reaches its Top most point in the piston bore. Top dead centre point is between point d & a. The stroke length's' as shown in fig. 3. When crank pin is between point "d" and point "a" ignition of fuel mixture will be done in power stroke inside the piston bore (1). Then piston (2) pushes the connecting rod (4) down ward as it is fastened by piston pin (3). The top dead centre (TDC) falls between point "d" & "a", to get the "best result" of the peak pressure obtained in the bore (1). The "best crank angle" is as close as possible to the peak pressure point, (see fig. 3 ) at 1:3 ratio of crank & connecting rod, best crank angle will be around 71 degree. [ This arrangement of crank & connecting rod will synchronise the best crank angle and peak pressure point as close as possible. Hence this design will give best out put compare to the existing conventional engine. ] So it transverse best torque (best out put) between point "a" & point "b" in every power stroke. 5. CLAIMS 1. I Claim the concept of the design of variable crank length I C Engine. which is explained in the description. 2. I Claim this design for all I C Engines irrespective of It stroke / fuel / static or dynamic. 3. I claim the Idea of Variable distance crank. 4. I Claim the design of guiding & monitoring of crank pin to synchronise the peak pressure point & best crank angle to produce high torque as close as possible. In I C Engine. 5. I claim taking the inspiration of this technology fully or partially to achive the same result ( High efficiency ) by hydraulic or pneumatic or any other mechanical assistance with little change here & there. 6. I claim the newer version of same design with eradication its teething problem or bottle necks or short comings. 7.this I claim this design / Technology for any I C Engine not only, also on pumps / compressor / Vacuum pump or any rotary verse reciprocatory equipment. 6. DATE AND SIGNATURE

Documents:

1537-CHE-2006 AMENDED CLAIMS 23-10-2014.pdf

1537-CHE-2006 AMENDED PAGES OF SPECIFICATION 23-10-2014.pdf

1537-CHE-2006 CORRESPONDENCE OTHERS 27-01-2014.pdf

1537-CHE-2006 POWER OF ATTORNEY 27-01-2014.pdf

1537-CHE-2006 AMENDED CLAIMS 27-01-2014.pdf

1537-CHE-2006 AMENDED PAGES OF SPECIFICATION 27-01-2014.pdf

1537-CHE-2006 EXAMINATION REPORT REPLY RECIEVED 23-10-2014.pdf

1537-CHE-2006 FORM-18.pdf

1537-CHE-2006 FORM-3 27-01-2014.pdf

1537-CHE-2006 FORM-5 27-01-2014.pdf

1537-che-2006-abstract.pdf

1537-che-2006-claims.pdf

1537-che-2006-correspondnece-others.pdf

1537-che-2006-correspondnece-po.pdf

1537-che-2006-description(complete).pdf

1537-che-2006-drawings.pdf

1537-che-2006-form 1.pdf

1537-che-2006-form 9.pdf