Oy Waulis Motors Ltd

Kerimäkeläinen Oy Waulis Motors Ltd on kehittänyt menetelmän, jolla polttomoottorin puristussuhdetta voidaan muuttaa, niin että polttoaineen kulutus ja CO2-päästöt vähenevät 30–40 prosenttia ilman, että moottorin suorituskyky pienenee. Menetelmän avulla moottorin hyötysuhde samalla paranee. Tästä on tosin se huono seuraus Suomen kylmässä ilmastossa, että koska suurempi osa polttoaineen energiasisällöstä muuttuu (hyödylliseksi) liike-energiaksi, moottorin tuottama hukkalämmön määrä vähenee vastaavasti, jolloin lämpöä ei ehkä riitäkään enää tarpeeksi auton sisätilan lämmittämiseen.

Nelosen Leijonan luola -ohjelmassa teollisuusneuvos Jorma Terentjeff uskoi keksintöön niin paljon, että sijoitti yhtiöön 130.000 euroa viiden prosentin omistusoikeutta vastaan. Koska kyseessä on kuitenkin vain viihdeohjelma, varsinainen sopimus tehdään myöhemmin – tai jätetään sitten tekemättä.

Keksijä Aulis Pohjalainen on jättänyt keksinnöstä patenttihakemuksen Yhdysvaltojen patenttivirastoon. Hakemus on vastaanotettu 23.6.2010, ja se on saavuttanut A1-vaiheen 14.6.2012. Kyseessä on siis vasta hakemusvaihe, josta on vielä pitkä aika varsinaiseen myönnettyyn patenttiin. Patentteihin liittyviä asioita on käsitelty aikaisemmin Valkee Oy:n kirjoitusten yhteydessä.

Koska polttomoottori on yli sata vuotta vanha keksintö, tuntuu hieman kummalliselta, että tällainen mullistava keksintö olisi tehty juuri Suomessa ja vieläpä Savonmaassa. Voiko se olla mahdollista? Miten mikään suuri autotehdas, jolla on varaa ja resursseja tehdä tutkimus- ja tuotekehitystyötä, ei ole tehnyt vastaavaa innovaatiota aikaisemmin?

Puristussuhteen muuttaminen ei ole ideana uusi, mutta sen käytännön toteutuksessa on ollut sen verran paljon haasteita, että yksinkertaista toimivaa versiota ei ole vielä saatu toteutettua.

Jos innovaatio voidaan todellakin toteuttaa helposti sarjatuotannossa ja se toimii luvatulla tavalla ja luotettavasti, kyseessä on varmastikin mullistava ja uraauurtava keksintö autotekniikassa. Auton moottorin mekaaninen rakenne ei ole juurikaan muuttunut sitten sen keksimisen. Merkittävimpiä muutoksia ovat moniventtiilitekniikka, yläpuolinen nokka-akseli, jakopään hammashihna, turboahdin, tasapainoitusakselit, elektroninen moottorinohjaus ja polttoaineen suihkutus. Näillä on saavutettu mm. parempi hyötysuhde ja tasaisempi käynti.

Merkittävien muutosten tekeminen moottoriin tarkoittaa tietoisen riskin ottamista. Minkä tahansa koneen tai laitteen kohdalla lisääntyvien osien määrä lisää vikaantumistodennäköisyyttä. Aulis Pohjalaisen innovaatiossa moottoriin lisätään kolme osaa, joiden avulla moottorin puristussuhdetta voidaan muuttaa halutulla tavalla. Oletettavasti puristussuhde muuttuu moottorin kuormituksen ja kierrosnopeuden muuttuessa. Tähän varmastikin tarvitaan jokin säätölaite, joka seuraa moottorin kuormitusta ja mitatun tiedon perusteella muuttaa puristussuhdetta eli periaatteessa kiertokangen näennäistä pituutta tai männän laen etäisyyttä kampiakselin keskikohdasta.

Jos innovaatio osoittautuu toteuttamiskelpoiseksi, vaaditaan pitkiä käytännön testejä, jotta voidaan todeta tekniikan luotettavuus ja kestävyys. Nykyajan moottorit kestävät parhaimmillaan jopa usean sadantuhannen kilometrin ajomäärän, ennen kuin moottoria tarvitsee korjata. Pohjalaisen innovaation täytyy kestää vähintäänkin sama ajomäärä, koska eihän sen käytössä olisi muuten mitään järkeä.

Kuvassa keksijä moottoreineen.

Yritys ei ainakaan pröystäile työtiloillaan.

Kommentteihin oli jätetty kaksi linkkiä videoihin, jotka kuvaavat puristussuhteen muuttamisen periaatetta. Videot on upotettu Pohjalaisen patentin tekstin jälkeen.

 Alla on patenttihakemuksen tekstiosa kuvineen.

Patenttihakemuksen kuva on niin epämääräinen (ja huonosti piirretty – niin kuin ne yleensä ovatkin patenteissa), että tapaa, jolla säätö tehdään, on mahdoton päätellä. Kuvassa kiertokanki näyttää ikään kuin ”roikkuvan” ilmassa. Joka tapauksessa säätö täytyy tehdä mekaanisesti moottorin ulkopuolelta, mikä voi olla haastava tehtävä.

United States Patent Application 20120144997

Kind Code A1

Pohjalainen; Aulis June 14, 2012

CYLINDER PRESSURE ADJUSTER OF A MOTOR

Abstract

A crank device and an adjusting device of a combustion engine. The system adjusts the cylinder pressure of the motor in accordance with the required power. Adjustment of the cylinder pressure takes place by changing the compression ration by means of the adjusting device (19). The adjusting device (19) changes an eccentric wheel (3) through an adjusting wheel (4) to a such position that a connecting rod (2) lifts a piston (1) to a desired distance from the combustion chamber head. The adjusting device measures the volume of the air entering the cylinder and adjust the compression ratio to be appropriate. The adjusting device also takes into account the speed of rotation so that the compression pressure increases or decreases to be appropriate.

Inventors: Pohjalainen; Aulis; (Kerimaki, FI)

Serial No.: 391182

Series Code: 13

Filed: June 23, 2010

PCT Filed: June 23, 2010

PCT NO: PCT/FI2010/000043

371 Date: February 17, 2012

Claims

1. A motor comprising: a motor compression pressure adjuster and wherein a connecting rod is provided from a piston of the motor to the direction of a crank arm, the connecting rod being mounted by bearings to an eccentric wheel, wherein the eccentric wheel is provided with a gear ring that is centred on the crank arm and the eccentric wheel is driven by an adjusting wheel, characterized in that the eccentric wheel and adjusting wheel are dimensioned so that the radius of the crank arm+the rolling radius of the gear ring of the eccentric wheel=rolling radius of the adjusting wheel.

2. A motor in accordance with claim 1, wherein the rolling radius of the adjusting wheel is in the order of 2.5 times the rolling radius of the gear ring of the eccentric wheel.

3. A motor in accordance with claim 1, wherein an adjusting device adjusts by means of a shifting arm and a turning arm the adjusting wheel into a desired position.

4. A motor in accordance with claim 1, comprising a turning arm for adjusting the position of the eccentric wheel, the turning arm being attached to an adjustment shaft.

5. A motor in accordance with claim 4, wherein the adjustment shaft is adapted to turn an adjusting wheel of each cylinder.

6. A motor in accordance with claim 1, wherein an adjusting wheel of each cylinder is provided with a turning shoulder and a shock absorber for absorbing shocks.

7. A motor in accordance with claim 1, comprising an adjusting device adapted to measure the filling ratio of the cylinder, speed of rotation and required power.

8. A motor in accordance with claim 7, wherein the adjusting device is adapted to change the compression ratio to provide an optimal compression pressure in the cylinder.

9. A method for adjusting compression pressure in a cylinder of a motor where a connecting rod is mounted by bearings to an eccentric wheel on a crank arm and the eccentric wheel is provided with gear ring centred on the crank arm and engaging with teething of an adjusting wheel, the method comprising adjusting the position of the eccentric wheel relative to the crank arm by turning the adjusting wheel by means of a turning arm pivotally attached to the adjusting wheel, wherein the adjusting wheel is dimensioned so that the sum of the radius of the crank arm and the rolling radius of the gear ring of the eccentric wheel equals the rolling radius of the teething of the adjusting wheel.

10. A method as claimed in claim 9, wherein the rolling radius of the teething of the adjusting wheel is about 2.5 times the rolling radius of the gear ring of the eccentric wheel.

11. A method as claimed in claim 9, further comprising adjusting the position of the eccentric wheel by pivoting the turning arm about an adjustment shaft.

12. A method in accordance with claim 11, comprising adjusting the position of a plurality of eccentric wheels by the turning the adjustment shaft about the adjustment shaft.

Description

BACKGROUND OF THE INVENTION

[0001] 1. Technical Field

[0002] The present invention relates to a motor which comprises a motor compression pressure adjuster and wherein a connecting rod is provided from a piston of the motor to the directions of a crank arm, the connecting rob being mounted by bearings to an eccentric wheel, wherein the eccentric wheel is provided with a gear ring that is centered on the crank arm and the eccentric wheel is driven by an adjusting wheel.

[0003] 2. Background of the Invention

[0004] In the known motors a connecting rod is mounted on bearings on a crank arm shaft. When a piston is in the top position the combustion chamber is the same in the entire rotation speed range. With short filling the compression pressure remains low resulting in substantially poor performance.

[0005] When the speed of rotation increases the combustion chamber increases relatively quicker than on low speeds. Because of this the pressure in the cylinder does not increase on a sufficiently high level and this decreases the power of the motor.

[0006] In conventional motors when the piston is in the upper dead centre the crank arm and the connecting rod are on the same line and the length of the lever is zero. Therefore the torque is also temporarily zero.

SUMMARY OF THE INVENTION

[0007] The invention aims to remove the above mentioned disadvantages and provide a motor which has substantially lower loss of thermal energy, increased output per litre and which decreases CO2 emissions about 38% compared to conventional motors.

[0008] This aim can be achieved in accordance with the invention by using a compression pressure adjuster and by it use an adjusting wheel 4 to adjust the position of an eccentric wheel on the crank arm shaft.

[0009] Gearwheels shall be dimensioned by means of the equation on page 2. An eccentric wheel is mounted on bearings at the lower end of the connecting rod and in the crank arm. The eccentric wheel has a fixed gear ring 3 positioned centrally on the crank arm shaft. The gear ring 3 is driven by the adjusting wheel 4. A computer and an adjusting device 19 move the adjusting wheel 4 to a position required by a sufficient cylinder pressure.

[0010] When the adjusting device 19 moves the adjusting wheel 4 counter clockwise the combustion chamber decreases and the pressure increases. Correspondingly, the pressure remains lower when the adjusting wheel is turned clockwise.

[0011] More particularly, the motor in accordance with the invention comprises a motor compression pressure adjuster and wherein a connecting rod is provided from a piston of the motor to the direction of a crank arm, the connecting rod being mounted by bearings to an eccentric wheel, wherein the eccentric wheel is provided with a gear ring that is centred on the crank arm and the eccentric wheel is driven by an adjusting wheel, and the eccentric wheel and adjusting wheel are dimensioned so that the radius of the crank arm+the rolling radius of the gear ring of the eccentric wheel=rolling radius of the adjusting wheel.

BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In the following, the invention is described in more detail with reference to the annexed drawings, which show in sectioned drawings a motor construction in accordance with the invention.

[0013] FIG. 1 is a schematic representation of one embodiment of the present invention.

DETAILED DESCRIPTION

[0014] Part 2 of a motor is manufactured from metal so that it is possible to mount at the crank arm side end thereof an eccentric wheel 3, wherein a gear ring centred on the crank arm is fixed therein. The gear ring of the eccentric wheel is in contact with the gear ring of the adjusting wheel 4.

[0015] The adjusting wheel 4 is mounted on the body of the motor such that it can be turned back and forth in the range of 0-30.degree.. To turn the adjusting wheel 4 it is provided with a turning shoulder 24 to which a swinging arm 22 is attached.

[0016] The winging arm 22 in fixed to a shaft 18. Turning apparatus are attached to the shaft 18 for turning of each adjusting gear ring.

[0017] The adjusting device 19 takes into account the speed of rotation, required power and filling ratio of the motor.

[0018] The eccentric wheel rotates in a direction opposite to the crank shaft of the motor. The rolling radius rv of the gear ring of the eccentric wheel and the rolling radius Rs of the adjusting gear ring shall be dimensioned so that Rs=R +rv=2.5*rv.

[0019] The moving wheel 4 of each cylinder is moved by shaft 18 and the therein fixed swinging arms 22. By means of this the adjustment is provided simultaneously in each cylinder.

[0020] The system provides a greater angle 9 of the connecting rod in the beginning of a combustion stroke, thereby increasing the leverage arm, and correspondingly at the end of the combustion stroke it decreases the angle of the connecting rod and decreases the friction between the piston and the cylinder wall.

[0021] In case of short filling the combustion chamber decreases and the distance to the fire front is shortened as is the time of fire. The shorter time of fire and greater compression ratio provide sufficiently high pressure in the cylinder.

[0022] In greater rotation speeds the cylinder pressure is increased by changing the compression ratio. The structure provides a greater piston speed and higher cylinder pressure during the combustion stroke. The combustion chamber increases rapidly and the pressure does not increase too much.

[0023] By changing the combustion chamber the pressure in the cylinder is adjusted to the knocking border and the temperature as high as the structure of the motor allows. The high temperature increases resistance to thermal conductivity and thereby losses in thermal energy can be decreased.