BACKGROUND ART In a gasoline driven internal combustion engine, the power in the gasoline driven internal combustion engine is generated when power is transmitted to a piston contained within the cylinder of an engine. The piston in turn is connected to a connecting rod which connects the piston to a crankshaft which thereafter transmits the power to the wheels of the vehicle. The gasoline and air mixture enters the cylinder during the suction or intake stroke.

During a compression stroke which then follows, the mixture is forced into a smaller space by the rising piston. When the rising piston has reached its highest point, generally referred to as top dead center, the mixture has been compressed into a relatively small volume. This compression of the mixture is associated with a rise in temperature which, in a spark ignition engine, must not, however, be so high as to cause spontaneous ignition. The compressed mixture is ignited by a spark from the spark plug which burns in a fraction of a second, i. e. explodes.

The heat released on combustion further raises the temperature of the gas, which therefore strives to expand. As the piston is momentary stationary atop dead center, the pressure of the imprisoned gas greatly increases firing pressure.

In the then following power stroke, this high pressure thrusts the piston down to the"bottom dead center"location. The space occupied by the gas thus increases so that the gas pressure correspondingly decreases. The piston itself is connected to a connecting rod which is in turn connected to a crankshaft.

In conventional prior art internal combustion engines, the location of the connecting rod relative to the crankshaft at the time of the ignition of the gasoline is such that the angle of the connecting rod to the crankshaft generates only a small fraction of the power transmitted from the piston.

It has therefore been discovered that there is a significant need to improve the nature of the connecting rod which connects the piston to the crankshaft so that a greater portion of the power from the power stroke is transmitted to reciprocating motion of the crankshaft.

The following prior art patents have been located which attempt to address this problem and which the inventor believes address the problem in an unsatisfactory way: 1. United States Patent No. 5,724,863 issued to Kramer et al. on March 10, 1998 for"CONNECTING ROD" (hereafter"Kramer Patent").

2. United States Patent No. 4,111,164 issued to Wuerfel on September 5, 1978 for"VARIABLE DISPLACEMENT ARRANGEMENT IN FOUR CYCLE, RECIPROCATING INTERNAL COMBUSTION ENGINE" (hereafter"Wuerfel Patent").

3. United States Patent No. 4,370,901 issued to Bolen on February 1, 1983 for"CONNECTING ROD WITH VARIABLE LENGTH" (hereafter "Bolen Patent").

4. United States Patent No. 4,140,091 issued to Showers, Jr. on February 20, 1979 for"UNIFORM COMPRESSION PISTON ENGINE" (hereafter "Showers Patent").

5. United States Patent No. 4,195,601 issued to Crise on April 1,1980 for "CONTROLLED COMPRESSION INTERNAL COMBUSTION ENGINE HAVING FLUID PRESSURE EXTENSIBLE CONNECTING ROD" (hereafter"Crise'601 Patent").

6. United States Patent No. 4,124,002 issued to Crise on November 7,1978 for"PRESSURE-RESPONSIVE VARIABLE LENGTH CONNECTING ROD" (hereafter"Crise'002 Patent").

The Kramer Patent discloses a connecting rod of a piston machine which comprises two separate parts which are longitudinally movable relative to one another but operatively interconnected and of which one part is connected to the piston and the other part is rotatably mounted on the crank of a crankshaft, the two connecting rod parts being interconnected by a fluid spring structure in which a fluid is utilized as a spring element for operatively interconnecting the connecting rod parts.

The Wuerfel Patent discloses a compression spring coupling between an engine piston and the crankshaft in a four cycle, reciprocating, internal combustion engine. The spring, when extended to the full extent permitted, is held compressed by a force equal to the piston force required to compress the fuel mixture for proper combustion under no load or very light load.

The Bolen Patent discloses a connecting rod useful as a piston rod which is bifurcated into two relatively moving components which permit the rod to elongate and contract under the influence of pressure which is selectively directed into one of two variable volume part while being exhausted from the other. The fluid which is directed into and exhausted out of the variable volume chambers is controlled as a function of the angular displacement of the connecting rod relative to the driving shaft.

The Showers Patent discloses an automatically adjustable length connecting rod which is applied to each cylinder of an internal combustion engine. The purpose of the adjustable length connecting rod is to substantially maintain the level of compression of the fuel mixture over a wide range of speed and torque requirements by means of varying the compression ratio. Automatic adjustment and locking of the length of the connecting rod is accomplished by means of a hydraulic cylinder within the connecting rod. Pressure is applied during a suitable portion of the intake stroke to lengthen the connecting rod.

Compression stroke pressure buildup overcomes a relief valve during a suitable portion of the compression stroke to adjust the length of the connecting rod. The connecting rod length is hydraulically locked except during the periods of adjustment per cycle.

The Crise'061 Patent discloses a reciprocating piston-type internal combustion engine which is equipped with a variable length connecting rod which is operable in response to engine oil pump pressure to cause a low throttle fuel charge to be compressed in the engine cylinder to substantially the same pressure as an open throttle fuel charge.

An adjustable pressure regulator valve is provided to insure a substantially constant oil pressure at the connecting rod at all times during operation of the engine.

The Crise'002 Patent discloses a connecting rod whose length varies according to given pressure changes in the cylinder of an associated internal combustion engine. The connecting rod lengthens in response to subatmospheric pressures acting on the piston during the fuel intake stroke, and shortens in response to superatmospheric pressures of a given magnitude acting on the piston.

Although the prior art patents attempt to address the problem identified by the inventor, it has been discovered that none of these prior art patents work in a practical manner, are too expensive to build, and do not function reliably.

It is therefore desirable to create an improved connecting rod system which functions in a reliable manner and effectively transmits a larger portion of the power stroke from the piston to the crankshaft.

DISCLOSURE OF INVENTION Due to the numerous variations in an internal combustion engine operation, including timing (occurrence of the spark), compression ratios, momentums at various RPM (rounds per minute) frictions, knocking, etc...., optimum efficiency would not be achieved unless said variations are organized in a perfect harmony and in a reliable, practical and easy to implement manner.

Despite all improvements to enhance internal combustion engine efficiency, nearly 80% of the reciprocating energy produced in the cylinder is wasted before being converted to the useful drive of the wheels. When reciprocating energy is not converted to rotating energy, it converts to heat of the engine which requires a cooling system to cool it off.

Thus, to obtain required torque, engines are made much larger and heavier than if they were more efficient. As a result, it is necessary to build bigger and more complex engines to produce the required power.

Conversion of a piston reciprocating energy to the rotating drive of a crankshaft in an internal combustion engine, as shown in FIG. 1 is best achieved as the angular relationship between the connecting rod and the crank of the crankshaft comes closer to the right angle at the duration of the power stroke cycle as ignited at the peak cylinder compression.

It has been discovered according to the principles of the present invention that achieving those objectives lies in an adjustable connecting rod capable of managing said engine variations, and absorbing the immense pressure applied on the rod at the occurrence of the power stroke.

The present invention is an adjustable connecting rod capable of adjusting its length automatically and harmonious to the occurrence of the power stroke in variable compression ratios and RPM momentums, characteristics that as well eliminate the notorious knocking of the engine.

It is therefore another object of the present invention to create an adjustable connecting rod which enables the piston to be at its top dead center while at the same time enabling the crankshaft to proceed, passing the top dead center and to be at the most suitable angular relationship with the connecting rod to maximize the amount of reciprocating energy produced in the cylinder and transferred to rotating energy of the crankshaft at the duration of the power stroke cycle.

It has also been discovered that the optimal effect discussed above can be achieved through a simple circulation of fluid, drawn from a fluid source to a fluid cell, trapped into the fluid cell to elongate the rod automatically at a suitable length and then the fluid is recycled back to the fluid source in a timely manner and harmonious to the RPM momentums, compression ratio, variations and duration of the power stroke cycle.

Further novel features and other objects of the present invention will become apparent from the following detailed description, discussion and the appended claims, taken in conjunction with the drawings.

BRIEF DESCRIPTION OF DRAWINGS Referring particularly to the drawings for the purpose of illustration only and not limitation, there is illustrated: FIG. 1 is a cross-sectional view illustrating a cylinder with the present invention hydraulic connecting rod connecting the piston and the crankshaft when the top cylinder compression meets the most suitable angle between the confecting rod and the crankshaft; FIG. 2 is a cross-sectional view illustrating a cylinder with the present invention hydraulic connecting rod connecting the piston and the crankshaft while the piston remains steady at the top of the cylinder while the crankshaft rotates past the top dead center position; FIG. 3 is a cross-sectional view illustrating a cylinder with the present invention hydraulic connecting rod connecting the piston and the crankshaft while both the piston and the crankshaft are at top dead center; FIG. 4 is a cross-sectional view illustrating a cylinder with the present invention hydraulic connecting rod connecting the piston and the crankshaft while both the piston and the crankshaft are at bottom dead center; FIG. 5 is an illustrative diagram of the component parts of the present invention; FIG. 6 is an enlarged view of a portion of the present invention as shown in FIG.

2; FIG. 7 is an enlarged view of a portion of the present invention shown in FIG. 1; FIG. 8 is an enlarged view of another portion of the present invention as shown in FIG. 1; FIG. 9 is a side cross-sectional view showing the crankshaft and a portion of the present invention; FIG. 10 is an enlarged view of the bearing, the cam and the release valve as shown in FIG. 9; FIG. 11 is the front view of the crankshaft showing the cam portion built into the crank of the crankshaft; and FIG. 12 is an enlarged view of the cam portion illustrated in FIG. 11.

MODES FOR CARRYING OUT THE INVENTION Although specific embodiments of the present invention will now be described with reference to the drawings, it should be understood that such embodiments are by way of example only and merely illustrative of but a small number of the many possible specific embodiments which can represent applications of the principles of the present invention. Various changes and modifications obvious to one skilled in the art to which the present invention pertains are deemed to be within the spirit, scope and contemplation of the present invention as further defined in the appended claims.

Referring to Figures 1 through 12, the parts of the present invention will be described first and then the operation of the present invention will be described. A hydraulically adjustable connection rod 10 (see Figure 5), according to the principles of the present invention comprises a main body 20 which includes an upper elongated portion 22 having an interior opening 24 and a lower portion 26 having an interior opening 28 formed to accommodate a crank of a crankshaft.

The hydraulically adjustable connecting rod 10 further comprises a shaft portion 30 which is designed to be slidably received within the opening 24 of the upper elongated portion 22. Shaft 30 may further comprise a ring 46 to enhance the suction of a fluid within a fluid cell 62 (see Figure 1) which will be described later.

A piston 100 is slidably held in place within the engine cylinder by the upper portion 48 of the shaft 30 pivotally mounted thereto.

The hydraulic connecting rod 10 further comprises means 50 to urge apart the main body 20 and the shaft 30. By way of example only, means 50 can be a compression spring which is set between a shoulder 44 of the shaft 30 and a shoulder 42 of the main body 20.

The hydraulically adjustable connecting rod 10 further includes means 34 to limit the traveling range of shaft 30 within the interior opening 24 of the main body 20 and further prevent the shaft 30 from rotating. By way of example only, means 34 may include an interior opening 36 within the elongated portion 22 and a pin 38 affixed to the shaft 30 through the opening 36.

The hydraulically adjustable connected rod 10 is fed by a non-pressurized fluid source. By way of example only the fluid source can be oil. One source of the fluid is a fluid chamber 60 contained within the main body 20. One purpose of the shaft 30 is to create a fluid cell 62 within opening 24.

A connecting means 64 provides fluid connection between the fluid cell 62 and the fluid chamber 60 to allow flow of fluid from the fluid chamber 60 to the fluid cell 62.

By way of example only, the fluid connecting means 64 may be a pipe which may be placed within the main body 20.

A means 70 is positioned so as to allow one way flow of fluid from the fluid source or fluid chamber 60 to the fluid cell 62. By way of example only, the means 70 can be a check valve 70 placed within the main body 20, preferably at the location where one end of the fluid connecting means 64 meets the fluid cell 62, as illustrated in the figures.

A fluid release means 74 is positioned so as to allow the flow of fluid from the fluid cell 62 back to the fluid source or fluid chamber 60. The fluid release means 72 is to be activated by a crank 112 of a crankshaft 110 when rotating. The activation is preferably achieved by means of a mechanism 74 located on the crank 112 of the crankshaft 110. By way of example only, the fluid release means 72 can be a release valve placed at one end of the fluid cell 62 as illustrated in the figures.

The fluid release means 72 is actuated by an actuation means 74 located on the crank of the crankshaft. By way of example only, the actuation means 74 as illustrated in Figure 10 may be a cam 76 fixedly mounted on the crank 112 of the crankshaft 110 preferably supported by a pair of bearings 80 located adjacent and on either side of the cam 76.

As the crankshaft 110 rotates and the crank 112 rotates, the mechanism 74 or the cam 76 (either one) gradually opens the release valve 72. In the suction process as will be described later, only the check valve functions (opens) and the suction process does not affect the release valve. The hydraulically adjustable connecting rod 10 further includes a stop means 102,104 (see Figure 4) to prevent a piston 100 within a cylinder 106 from exceeding its upper limit.

Although the preferred embodiment is to have a fluid chamber 60 as part of the main body, it is also within the spirit and scope of the present invention to have an exterior fluid source which can be a fluid pan, a pipe or other proper means which drives fluid to the fluid cell 62 through the means 70.

The fluid chamber 60 may include means 78 (see Figure 1 and Figure 5) to stabilize the fluid 90 within the fluid chamber 60. The fluid chamber may further include means 92 to allow fluid to be picked by the fluid chamber 60 when it comes in contact with a fluid pan generally located at the bottom of the engine while the crankshaft 110 is rotating. Means 78 and means 92 are to secure adequate supply of fluid for the fluid cell 62. Considering the fluid within fluid cell 62 is recycled, this system is to assure an adequate supply of fluid for the fluid cell 62 at all times.

Referring to Figure 3, both the piston 100 and the crankshaft 110 are at top dead center and are aligned with each other. At this point, immediately prior to this, the check valve 70 is closed and the release valve 74 was opened to allow the release of the fluid 90 from the fluid cell 62. The cycle now begins with the check valve 70 beginning to permit fluid 90 to enter to fluid cell 62 while at the same time the release valve 72 is closed.

Through the rotation of the crankshaft 112 and with the assistance of the compression spring 50 which keeps the piston 100 at top dead center, the base 20 moves downwardly and thereby the fluid cell 62 is expanded and a suction is created to cause the fluid 90 to be sucked into the fluid cell 62 through the check valve 70. The flow of fluid 90 into the fluid cell 62 continues up to the occurrence of the power stroke anywhere within the traveling limitation means 34.

The occurrence of the power stroke causes the check valve 70 to close and since the release valve 72 is also closed at that time, the fluid 90 is trapped within the fluid cell 62 forcing the adjustable connecting rod 10 to remain extended automatically and at a proper length.

The elongation of adjustable connecting rod 10 center points as shown in Figure 1 and remaining in position at a proper length during the power stroke cycle, allows optimum reciprocating energy to be produced in the cylinder and converted to the crankshaft rotating energy at the most suitable crankshaft/rod rotating angles.

The elongation of adjustable connecting rod 10 centerpoints, further prevents knocking of the engine which usually occurs with a typical fixed length connected rod.

The cam 74 or 76 on the crank 112 of the crankshaft 110 is to gradually open the release valve 72 preferably after completion of the power stroke cycle and before the crank 112 of the crankshaft 110 reaches the top dead center.

As illustrated in Figure 4, the opening of the release valve 72 continues until the beginning of the next cycle which will be the piston 100 and the crank 112 of the crankshaft 110 being at the top dead center as described before.

On a cycle where there is no power stroke, the travel limit means 34 serves to pull the piston 100 down.

Defined in detail, the present invention is an adjustable connecting rod for use in an internal combustion engine having at least one cylinder, a reciprocating piston contained therein and a crankshaft. In a preferred embodiment, the present invention adjustable connecting rod comprises: (a) a main body which includes an upper elongated portion having an interior opening and a lower portion having an interior opening formed to accommodate a crank of a crankshaft; (b) a shaft portion which at one end is pivotally mounted to the piston and which shaft is designed to be slidably received within the interior opening of the upper elongated portion so that its second end is within the upper elongated portion and including means to limit its traveling range and to prevent rotation of the shaft portion; (c) means to urge apart the shaft portion and the main body to extend the distance between the piston and the crank of the crankshaft; (d) a fluid cell created within the interior opening of the upper elongated portion and bounded by the second end of the shaft in the interior of the elongated portion and fed by a non pressurized fluid source; (e) a connecting means providing fluid connection between the fluid cell and the fluid source to allow fluid to flow from the fluid source to the fluid cell; (f) means positioned as to allow one way flow of fluid from the fluid source to the fluid cell; (g) means positioned as to allow the flow of fluid from the fluid cell to the fluid source activated by actuation means located on the crank of the crankshaft; and (h) to work with the connecting rod the piston or the cylinder including means to prevent the piston from exceeding its upper limit.

Of course the present invention is not intended to be restricted to any particular form or arrangement, or any specific embodiment, or any specific use, disclosed herein, since the same may be modified in various particulars or relations without departing from the spirit or scope of the claimed invention hereinabove shown and described of which the apparatus or method shown is intended only for illustration and disclosure of an operative embodiment and not to show all of the various forms or modifications in which this invention might be embodied or operated.

The present invention has been described in considerable detail in order to comply with the patent laws by providing full public disclosure of at least one of its forms.

However, such detailed description is not intended in any way to limit the broad features or principles of the present invention, or the scope of the patent to be granted. Therefore, the invention is to be limited only by the scope of the appended claims.