CN103206251B

CN103206251B - Variable multi-cylinder aerodynamic engine

Info

Publication number: CN103206251B
Application number: CN201210326490.5A
Authority: CN
Inventors: 周登荣; 周剑
Original assignee: XIANGTIAN HOLDING (GROUP) CO Ltd
Current assignee: XIANGTIAN HOLDING (GROUP) CO Ltd
Priority date: 2012-09-06
Filing date: 2012-09-06
Publication date: 2015-03-18
Anticipated expiration: 2032-09-06
Also published as: CN103206251A

Abstract

The invention relates to an engine, in particular to a variable multi-cylinder aerodynamic engine with compressed air as dynamic force. The variable multi-cylinder aerodynamic engine comprises an engine body (1), an upper box body (20), an air feeding and discharging electric control box (30), an air feeding and discharging device (40), an oil pan (50), a lower box body (60) and a fixing support (70). When an accelerator of the engine is opened, the engine starts supplying air, protrusion of an air feeding and discharging electric control shaft (17) pushes an electric control sheet (171) to be contacted with one of static sheets, corresponding electromagnetic valves (11) are connected and electrified, an air inlet door (13) is opened, the compressed air enters corresponding air cylinders (12) through the electromagnetic valves (11), and the entered compressed air pushes air cylinder rods (120) to move and simultaneously drives crank shafts (14) to rotate so as to output dynamic force.

Description

Variable multi-cylinder aerodynamic engine

Technical Field

The invention relates to an engine, in particular to a variable multi-cylinder aerodynamic engine.

Background

Engines are widely used in various industries, and piston type internal combustion engines using fuel oil as a power source are generally adopted in modern transportation vehicles such as automobiles, ships and the like. On one hand, the engine using fuel oil as a power source has the disadvantages that the discharged gas contains a large amount of harmful substances to pollute the environment due to insufficient fuel oil combustion, and on the other hand, the used fuel oil is extracted from petroleum, and the development and the utilization of the fuel oil engine are increasingly limited due to the increasing shortage of petroleum resources. Therefore, the development of new, clean and pollution-free alternative energy sources, or the reduction of fuel consumption and emission as far as possible becomes an urgent problem to be solved in the development of engines, and the air power engine using compressed air as a power source just meets the requirement.

The applicant of the present application discloses in its patent document CN 101413403A (international application of the same family WO2010051668 a1) an aerodynamic engine assembly usable in a vehicle, the engine comprising an air reservoir, an air distributor, an engine body, a linkage, a clutch, an automatic transmission, a differential and a vane generator placed in an exhaust chamber. The engine uses compressed air to do work without using any fuel, so no waste gas is discharged, zero emission is realized, and waste gas is repeatedly used for power generation, so that energy is saved and cost is reduced. However, this engine is based on a conventional four-stroke engine, with the piston performing work once per 720 ° of crankshaft rotation. The compressed air as power source can drive the piston to do work when entering the cylinder and then is discharged, i.e. the stroke of the compressed air engine is actually an intake-expansion stroke and a discharge stroke. Obviously, the four-stroke compressed air engine disclosed in the patent document CN 101413403A greatly wastes the effective power stroke, limiting the efficiency of the engine. And the tail gas of the engine can not be recycled well, and a large enough air storage tank is required to store compressed air to work for a long enough time.

Based on the problems of the patent application CN 101413403A, the applicant of the present application discloses in its chinese application with application number 201110331809.9 a compressed air engine assembly with an exhaust gas recovery circuit, which includes a cylinder, a cylinder head system, an intake duct, an exhaust duct, a piston, a connecting rod, a crankshaft, an exhaust camshaft, an intake camshaft, a front gearbox system and a rear gearbox. The engine uses compressed air to do work without using any fuel, so no waste gas is discharged, zero emission is realized, the waste gas is recycled to do work, the energy is saved, and the cost is reduced. However, the engine is an in-line multi-cylinder engine, only one controller valve is arranged in each controller valve hole in the controller, and under the condition that the overall length of the engine is constant, the number of cylinders is limited, so that the total output power of the engine is limited. Obviously, the total output power of the inline multi-cylinder aerodynamic engine disclosed in the application No. 201110331809.9 is not high, and the configuration of the engine is still worth exploring.

Based on the problem of application No. 201110331809.9, the applicant of the present application discloses a V-type multi-cylinder aerodynamic engine in chinese application No. 201210063546.2, comprising: the multi-cylinder engine comprises a multi-cylinder engine body, a multi-cylinder power distributor, power equipment, a controller system, an air inlet control speed regulating valve, a compressed air tank group, a constant pressure tank, an electronic control unit ECU, a compressed air heating device and a selectable second air supply loop. The novel compressed air engine aims to solve the problems of output power and tail gas recycling of the aerodynamic engine, and therefore is economical, efficient and zero-emission. However, the engine has low utilization of compressed air, and the demand of the compressed air is relatively large when the piston cylinder does work.

Disclosure of Invention

Based on the problems, the invention provides a variable multi-cylinder aerodynamic generator, which aims to solve the problems of complex structure, low utilization rate of compressed air and the like, thereby realizing a novel economic, efficient and pollution-free compressed air aerodynamic engine.

According to an aspect of the present invention, there is provided a variable multi-cylinder aerodynamic engine, which includes an engine body, an upper case, an intake and exhaust electric control box, an intake and exhaust blower, an oil pan, a lower case, a generator mount; the engine body comprises a cylinder, a crankshaft, a connecting rod, a cylinder rod and a crank; the cylinders are divided into a cylinder 1#, a cylinder 2#, a cylinder 3#, a cylinder 4#, a cylinder 5# and a cylinder 6# and are distributed up and down according to the cylinders 1#, 2#, 3#, and the cylinders 4#, 5#, and 6 #; when the engine rotates smoothly forward, the air cylinders enter compressed air according to the sequence of the air cylinder 1#, the air cylinder 2# and the air cylinder 3#, and the air cylinder 4#, the air cylinder 5# and the air cylinder 6# exhaust air sequentially; when the engine is stably reversed, compressed gas enters the cylinders according to the sequence of the cylinder 4#, the cylinder 5# and the cylinder 6#, and the exhaust of the cylinder 1#, the cylinder 2# and the cylinder 3# is carried out in sequence; when the engine climbs a slope or power needs to be increased, compressed gas enters the cylinder 1#, the cylinder 6# and the cylinder 2# in sequence, and the cylinder 4#, the cylinder 3# and the cylinder 5# are exhausted.

Preferably, the cylinder is provided with an electromagnetic valve, and the electromagnetic valve is provided with an inlet valve and an exhaust valve.

Preferably, the cylinders 1#, 4 #; cylinder 2#, cylinder 5 #; and the cylinder 3# and the cylinder 6# share one cylinder shell.

Preferably, the crankshaft is provided with an intake and exhaust electric control shaft at one end thereof, and the intake and exhaust electric control shaft is provided with an electric control sheet for controlling intake and exhaust of the cylinder.

Preferably, when the electric control sheet is contacted with the sheet to be electrostatically charged, an inlet valve of the corresponding cylinder is opened to enter the compressed air.

Preferably, when the electric control piece is far away from the static piece, the corresponding air inlet valve of the air cylinder is closed, and at the moment, work is done by the expansion of compressed air in the air cylinder.

Preferably, the piece to be electrostatic is divided into a piece to be electrostatic 1 ', a piece to be electrostatic 2', a piece to be electrostatic 3 ', a piece to be electrostatic 4', a piece to be electrostatic 5 ', a piece to be electrostatic 6', and the pieces to be electrostatic 1 ', 2', 3 'and 4', 5 ', 6' are distributed up and down.

Preferably, the number of the electric control pieces is three, and the electric control pieces are fixed on the air intake and exhaust electric control shaft according to different swing angles.

Preferably, the pipelines 1#, 2#, 3#, 4#, 5#, and 6# of the air intake and exhaust device are respectively communicated with the exhaust valves of the cylinders 1#, 2#, 3#, 4#, 5#, and 6# on the engine body.

Preferably, the gases in the pipes 1#, 2#, 3#, 4#, 5#, and 6# of the air intake and exhaust device are collected by the exhaust pipe and discharged.

Preferably, the air inlet and exhaust device is provided with an air inlet pipeline, and compressed air enters the cylinder through the air inlet pipeline.

Preferably, the compressed air is 1 to 2 MPa.

According to an exemplary embodiment, the compressed air in the high-pressure air storage tank is decompressed through a buffer tank, a decompression valve is arranged on the buffer tank, and the high-pressure air in the high-pressure air storage tank is decompressed and then reaches 1-2MPa to be introduced into the air cylinder. Because the high-pressure air in the high-pressure air storage tank is decompressed by the buffer tank, the endurance mileage of the engine using the high-pressure air with the same volume is longer, and the utilization rate of the compressed air is higher.

Drawings

These and other features, aspects and advantages of the present invention will now be described in accordance with a preferred but non-limiting embodiment of the present invention, which will become apparent upon reading the following detailed description with reference to the accompanying drawings, wherein:

FIG. 1 is a schematic overview of a variable multi-cylinder aerodynamic engine of the present invention;

FIG. 2 is a three-dimensional perspective oblique view of the variable multi-cylinder aerodynamic engine block of FIG. 1 with the case, intake and exhaust stack and mounts removed, in accordance with the present invention;

FIG. 3 is a front view of the variable multi-cylinder aerodynamic engine block of FIG. 1 with the case, intake and exhaust stack and mounts removed, in accordance with the present invention;

FIG. 4 is a side view of the variable multi-cylinder aerodynamic engine block of FIG. 1 with the case, intake and exhaust stack and mounts removed, in accordance with the present invention;

FIG. 5A is a schematic structural view of an upper case of the variable multi-cylinder aerodynamic engine of FIG. 1 according to the present invention;

FIG. 5B is a bottom view of the upper case of the variable multi-cylinder aerodynamic engine of FIG. 1 in accordance with the present invention;

FIG. 6 is a schematic structural view of a connecting rod in the variable multi-cylinder aerodynamic engine of FIG. 1 according to the present invention;

FIG. 7 is a side view of a connecting rod in the variable multi-cylinder aerodynamic engine of FIG. 1 according to the present invention;

FIG. 8 is a partial cross-sectional view of a connecting rod in the variable multi-cylinder aerodynamic engine of FIG. 1 according to the present invention;

FIG. 9A is a cross-sectional view of a single cylinder operation of the variable multi-cylinder aerodynamic engine of FIG. 2 with the A control valve intake through the intake valve in accordance with the present invention;

FIG. 9B is a cross-sectional view of the single cylinder operation with intake of the exhaust valve of the B control valve in the variable multi-cylinder aerodynamic engine of FIG. 2 according to the present invention;

FIG. 10A is a cross-sectional view of the operation of two cylinders during intake of the A control valve intake valve in the variable multi-cylinder aerodynamic engine of FIG. 2 according to the present invention;

FIG. 10B is a cross-sectional view of the operation of the two cylinders of FIG. 2 with intake of the control valve A at completion in the variable multi-cylinder aerodynamic engine according to the present invention;

FIG. 11 is a schematic structural view of a crankshaft and a control shaft of the variable multi-cylinder aerodynamic engine of FIG. 2 according to the present invention;

FIG. 12 is a front view of the crankshaft and control shaft of the variable multi-cylinder aerodynamic engine of FIG. 2 in accordance with the present invention;

FIG. 13 is a partial cross-sectional view of the crankshaft and control shaft of the variable multi-cylinder aerodynamic engine of FIG. 2 according to the present invention;

FIG. 14 is a schematic structural view of a control shaft in the variable multi-cylinder aerodynamic engine of FIG. 2 according to the present invention;

FIG. 15 is a front view of the control shaft of the variable multi-cylinder aerodynamic engine of FIG. 2 according to the present invention;

FIG. 16A is a diagram of the original state of the electric control plate of the control shaft in the variable multi-cylinder aerodynamic engine according to the present invention in FIG. 2;

FIG. 16B is a state diagram of an electric control plate controlling shaft rotation of 120 in the variable multi-cylinder aerodynamic engine of FIG. 2 according to the present invention;

FIG. 16C is a state diagram of an electric control plate controlling 240 of shaft rotation in the variable multi-cylinder aerodynamic engine of FIG. 2 in accordance with the present invention;

FIG. 17 is a schematic diagram of a control system for a variable multi-cylinder aerodynamic engine according to the present invention.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

Referring now to FIG. 1, FIG. 1 is a schematic overview of a variable multi-cylinder aerodynamic engine according to the present invention. In fig. 1, the variable multi-cylinder aerodynamic engine includes an engine body 1, an upper case 20, an intake and exhaust control box 30, an intake and exhaust stack 40, an oil pan 50, a lower case 60, a crankshaft 14, an intake duct 41, an exhaust duct 42, and a mount 70. As shown in fig. 1, a high-pressure gas tank set (not shown) is connected with an external gas station or an external gas adding device through a compressed air inlet pipeline to obtain required high-pressure compressed air from the outside. The compressed air inlet line is provided with a flow meter a, a pressure gauge P and a manual switch (not shown). Flow meter a is used to measure and monitor the flow of compressed air into the high pressure gas tank battery (not shown) and pressure meter P is used to measure and monitor the pressure of the compressed air into the high pressure gas tank battery (not shown). When a high-pressure gas tank set (not shown) needs to be aerated through an external aerating device or an aerating station, a manual switch is turned on, high-pressure compressed air enters the high-pressure gas tank set (not shown), and when a flowmeter A and a pressure gauge P on a compressed air inlet pipeline reach specified values, the manual switch is turned off, the aerating process of the high-pressure gas tank set (not shown) is completed, so that compressed air with the rated pressure of 30MPa can be obtained. In order to ensure the safety of the gas storage tank, one, two or more safety valves (not shown) may be provided on the high-pressure gas tank group (not shown).

The high-pressure gas tank group (not shown) can be formed by combining one, two, three, four or more high-pressure gas tanks with enough capacity in a serial or parallel mode, and the number of the high-pressure gas tanks in the high-pressure gas tank group (not shown) is determined according to the actual needs of application occasions. A high pressure gas tank battery (not shown) is connected to a constant pressure tank (not shown) by piping, which is also provided with a flow meter a and a pressure gauge P and a pressure reducing valve that monitor and control the flow and pressure of the compressed air, respectively. The pressure reducing valve serves to reduce the pressure of the high-pressure compressed air supplied from the high-pressure gas tank group (not shown) to be fed to the constant-pressure tank (not shown) at an appropriate pressure. A constant pressure tank (not shown) is used to stabilize the pressure of the high pressure air from the high pressure gas tank train (not shown) at a pressure of 1-2MPa, preferably 1.5 PMa.

With continued reference to fig. 1, the compressed air from the constant pressure tank may be heated by the heating device and then enter the corresponding cylinder 1#, cylinder 2#, cylinder 3#, cylinder 4#, cylinder 5# and cylinder 6# through the intake duct 41 of the intake and exhaust device 40. In addition, the gas discharged after the completion of work is collected by the pipeline 1#, the pipeline 2#, the pipeline 3#, the pipeline 4#, the pipeline 5#, and the pipeline 6#, and finally discharged through the exhaust pipeline 42. The power of the engine is from compressed air, the gas exhausted after doing work is also air, and the exhausted gas can be directly exhausted into the atmosphere without pollution.

2-4, FIG. 2 is a three-dimensional perspective oblique view of the variable multi-cylinder aerodynamic engine block of FIG. 1 with the case, intake and exhaust stack and mounts removed, in accordance with the present invention; FIG. 3 is a front view of the variable multi-cylinder aerodynamic engine block of FIG. 1 with the case, intake and exhaust stack and mounts removed, in accordance with the present invention; FIG. 4 is a side view of the variable multi-cylinder aerodynamic engine block of FIG. 1 with the case, intake and exhaust stack and mounts removed, including the cylinders 12, crankshaft 14, in accordance with the present invention. As shown in fig. 2 and 3, the engine local machine 1 includes a single row of cylinders, and the number of cylinders is 6, specifically, 2, 4, 6, 8, or the like. In the example of the present invention, one cylinder housing 121 is shared by every two cylinders (see fig. 9). As shown in fig. 2 and 3, every two cylinders are distributed in a cylinder housing 121 from top to bottom, and are respectively distributed at the upper parts of the cylinders 1#, 2#, and 3 #; the cylinder 4#, the cylinder 5#, and the cylinder 6# are distributed in the lower part. An electromagnetic valve 11 is arranged on each cylinder 12, and an inlet valve 13 and an exhaust valve 15 are arranged on the electromagnetic valve 11. The cylinder 12 houses a cylinder piston 122, and the cylinder piston 122 is connected to the crankshaft 14 by a connecting rod 16 and a cylinder rod 120. Rotation of the crankshaft 14 causes the pistons to reciprocate within the cylinders 12.

Reference is next made to fig. 5A-5B. The upper case 20 shown in fig. 5A to 5B and the lower case 60 shown in fig. 1 are used to seal the engine main body 1. The upper case 20 has a substantially rectangular parallelepiped structure with a hollow center, and has 6 intake holes 201 and 6 exhaust holes 202 opened in the front surface thereof. The pipeline 1#, the pipeline 2#, the pipeline 3#, the pipeline 4#, the pipeline 5#, and the pipeline 6# of the air inlet and exhaust device 40 are respectively communicated with the cylinder 1#, the cylinder 2#, the cylinder 3#, the cylinder 4#, the cylinder 5#, and the cylinder 6# to be used as exhaust pipelines. When the accelerator of the engine is opened, compressed gas in the constant pressure tank enters the cylinder 12 through the air inlet pipeline 41; after the work of the cylinder is finished, the gas at the inlet valve closing of the cylinder 12 is collected to the exhaust pipeline 42 and discharged through the pipelines 1#, 2#, 3#, 4#, 5#, and 6# on the air inlet and exhaust device 40. The bottom of the two side plates of the box body is provided with a journal groove 204, the inner arc surface of the journal groove 204 is provided with a journal lubricating oil groove 206 and a lubricating oil channel 207, and lubricating oil is injected into the journal lubricating oil groove 206 so as to lubricate the crankshaft 14 arranged in the journal groove 204. In addition, rolling bearings (not shown) are disposed at both ends of the crankshaft 14 where the journal grooves 204 are engaged, and the bearings can be lubricated by the lubricating oil in the journal lubricating oil grooves 206. As shown in fig. 5B, 3 oil nozzles 205 are provided on the inside of the top of the case 203, and each oil nozzle 205 is directed toward each connecting rod 16 to lubricate the connecting rod 16. In addition, the number of the oil jet nozzles 205 is increased or decreased in accordance with the increase or decrease of the cylinders 12, that is, in accordance with the increase of the connecting rods 16, and the decrease of the connecting rods 16.

The crankshaft is described in further detail below in conjunction with fig. 6-8. The cylinder piston 122 is connected to the crankshaft 14 via a connecting rod 16 and a cylinder rod 120, and the connecting rod 16 is formed with a semicircular slot hole at the bottom end thereof and is connected to the connecting rod 16 via a connecting rod pin 130. The link pin 130 has snap rings 170 at both ends thereof, and the upper end of the link 16 is formed in a semicircular shape, so that the link 16 can rotate in the groove hole of the cylinder rod 120. The assembly parts of the connecting rod 16 and the cylinder rod 120 are arranged on the crankshaft 14 through a connecting rod crankshaft connecting upper cover 18 and a connecting rod crankshaft connecting lower cover 19, and round holes are formed in the two sides of the connecting rod crankshaft connecting upper cover 18 and the connecting rod crankshaft connecting lower cover 19. The connecting rod crankshaft connecting upper cover 18 and the connecting rod crankshaft connecting lower cover 19 are two semicircular blocks, the middle parts of the semicircular blocks are provided with semicircular grooves, the diameter of the semicircular grooves is about the diameter of the crank shaft 142, and the connecting rod crankshaft connecting upper cover 18, the connecting rod crankshaft connecting lower cover 19 and the crank shaft 142 are in clearance fit. The connecting rod crankshaft upper cover 18 and the connecting rod crankshaft lower cover 19 are connected together through two sets of connecting rod crankshaft fixing bolts 150 and connecting rod crankshaft fixing nuts 160.

Referring now to fig. 9A-9B (the direction of the arrows is the direction of gas flow), the smooth operation of the variable multi-cylinder aerodynamic engine will be described in detail. Referring first to fig. 9A, the internal structure of the cylinder is shown. A cylinder piston 122 and a cylinder rod 120 are provided in the cylinder housing 121. The cylinder is divided into a cylinder left air chamber 123 and a cylinder right air chamber 124, and each cylinder chamber is mounted with a solenoid valve 11. The electromagnetic valve 11 on the cylinder left air chamber 123 consists of an A valve body 111-1, an A rubber sealing ring 112-1, an A valve core 113-1, an A coil 114-1 and an A return spring 115-1; the electromagnetic valve 11 on the cylinder right air chamber 124 consists of a B valve body 111-2, a B rubber sealing ring 112-2, a B valve core 113-2, a B coil 114-2 and a B return spring 115-2.

Further reference is made to fig. 9A and 17. When the engine rotates forwards stably, an accelerator and a forward rotation distributor of the engine are opened, the distributor contacts with a to-be-electrostatic plate 1 'corresponding to the cylinder 1#, an air inlet and exhaust control valve A of the cylinder 1# is opened, compressed air enters from an opening a of an air inlet valve 13 of the distributor, a cylinder piston 122 in an air chamber 123 of the cylinder is pushed to move towards an air chamber 124 of the cylinder right, the distributor is located at the middle position when a crankshaft 14 rotates 90 degrees, the distributor leaves from the to-be-electrostatic plate 1', and the air inlet valve 13 of the cylinder 1# is closed. At this time, the compressed gas in the cylinder 1# expands to work, and the gas is discharged from the port c of the exhaust valve 15 on the B intake/exhaust control valve. When the crankshaft 14 rotates 30 degrees again, the sub-electric plates can be contacted with the static electricity waiting plates 2' corresponding to the cylinder 2#, and then the cylinder 2# can enter compressed gas; when the crankshaft 14 rotates 90 degrees again, the electric sheet is in the middle position, and is away from the electric sheet 2', and the air inlet valve 13 of the cylinder 2# is closed. At this time, work is exerted by expansion of the compressed gas in the cylinder 2# and the gas is discharged from the port c of the exhaust valve 15 of the B intake/exhaust control valve. When the crankshaft 14 rotates 30 degrees again, the sub-electric plates can be contacted with the static waiting plates 3' corresponding to the cylinder 3#, and the cylinder 3# can enter medium-pressure gas. When the crankshaft 14 rotates by 90 degrees, the sub-electric sheet is in the middle position and is away from the static sheet 3', and the air inlet valve 13 of the cylinder 3# is closed. At this time, the intermediate pressure gas in the cylinder 3# expands to work, and the gas is discharged from the port c at the exhaust valve 15 on the B intake and exhaust control valve. When the crankshaft rotates 30 degrees, the sub-electric plates can be contacted with the static electricity waiting plates 1' corresponding to the cylinder 1#, and then the cylinder 1# can enter compressed gas. When the crankshaft 14 rotates by 90 degrees, the sub-electric sheet is in the middle position and is away from the static electricity waiting sheet 1', and the air inlet valve 13 of the cylinder 1# is closed. At this time, the compressed gas in the cylinder expands to work, and the gas is discharged from the port c of the exhaust valve 15 on the B intake/exhaust control valve. When the engine works stably, the cylinders do work circularly according to the cylinders 1#, 2#, and 3# so as to achieve the purpose of stable operation of the engine.

Reference is next made to fig. 9B. When the engine is stably reversed, the accelerator and the reversing distributor of the engine are opened, the distributor will contact with the static electricity waiting plate 4' corresponding to the cylinder 4#, and at the same time, the compressed gas will enter from the port d of the inlet valve 13 on the inlet and outlet control valve B of the cylinder 4#, so as to push the cylinder piston 122 in the cylinder right air chamber 124 to move to the cylinder left air chamber 123; when the crankshaft 13 rotates reversely by 90 degrees, the sub-electric sheet is in the neutral position, and leaves away from the static sheet 4', the inlet valve 13 of the cylinder 4# is closed, at the same time, the compressed gas in the cylinder expands to do work, and the gas is discharged from the port b of the exhaust valve 15 on the A inlet and exhaust control valve. When the crankshaft 14 rotates reversely by 30 degrees again, the sub-electric sheet can be contacted with the static electricity waiting sheet 5 'corresponding to the cylinder 5#, at the moment, the cylinder 5# can enter compressed gas, the crankshaft 14 rotates reversely by 90 degrees, the sub-electric sheet is in a middle position and is away from the static electricity waiting sheet 5', an inlet valve 13 of the cylinder 5# is closed, at the moment, the medium-pressure gas in the cylinder expands to do work, and the gas is exhausted from a port b at an exhaust valve 15 on the air inlet and exhaust control valve A. When the crankshaft rotates reversely by 30 degrees again, the sub-electric sheet can be contacted with the static waiting sheet 6 'corresponding to the cylinder 6#, at the moment, the cylinder 6# can enter medium-pressure gas, the crankshaft 14 rotates reversely by 90 degrees, the sub-electric sheet is in a middle position and is away from the static waiting sheet 6', an inlet valve 13 of the cylinder 6# is closed, at the moment, compressed gas in the cylinder expands to do work, and the gas is exhausted from a port b at an exhaust valve 15 on the air inlet and exhaust control valve A. When the crankshaft rotates reversely by 30 degrees, the sub-electric sheet can be contacted with the static electricity waiting sheet 4 'corresponding to the cylinder 4#, at the moment, the cylinder 4# can enter compressed gas, the crankshaft 14 rotates reversely by 90 degrees, the sub-electric sheet is in a middle position, leaves the static electricity waiting sheet 4', an inlet valve 13 of the cylinder 4# is closed, at the moment, medium-pressure gas in the cylinder expands to do work, and the gas is exhausted from a port b at an exhaust valve 15 on the air inlet and exhaust control valve A. When the engine works reversely and stably, the cylinders do work circularly according to the cylinders 4#, 5#, and 6# so as to achieve the purpose of stable and reverse operation of the engine.

Reference is now made to fig. 10A and 10B. When the engine needs to climb or increase power, the accelerator starting distributor is opened, the distributor can be contacted with the to-be-electrostatic plate 1 'corresponding to the cylinder 1#, meanwhile, the distributor corresponding to the cylinder 5# is also contacted with the to-be-electrostatic plate 5', at the moment, the air inlet and outlet control valve A of the cylinder 1# is opened, compressed air can enter an opening a at the air inlet valve 13 of the distributor, the cylinder piston 122 in the cylinder left air chamber 123 is pushed to move towards the cylinder right air chamber 124, the connecting rod 16 pushes the crankshaft 14 to rotate, and the connecting rod 16 corresponding to the cylinder 5# pulls the crankshaft 14 to rotate, so that the effect of bidirectional power is achieved.

When the crankshaft 14 rotates by 30 degrees, the corresponding electricity-dividing piece of the cylinder 5# is separated from the to-be-electrostatic piece 5' and is in a neutral position, the connecting rod 16 corresponding to the cylinder 1# pushes the crankshaft 14 to do work by compressed gas, and the cylinder 5# does work by expansion of the compressed gas to drive the connecting rod 16 to pull the crankshaft 14 to do work. When the crankshaft rotates 30 degrees again, the cylinder 1# does work like before, but at this time, the corresponding electricity-dividing sheet of the cylinder 6# is contacted with the sheet 6' to be charged, namely the inlet valve 13 of the cylinder 6# is opened, compressed gas starts to enter, the compressed gas pushes the cylinder piston 122, the crankshaft 14 is pulled to do work, at this time, the cylinder piston 122 is pushed by the compressed gas, the crankshaft 14 is pulled to do work is the cylinder 6# and the cylinder piston 122 is pushed by the compressed gas, so that the crankshaft 14 is pushed to do work is the cylinder 1# and the cylinder piston 122 is pushed by the expansion of the compressed air, so that the crankshaft 14 is pulled to do work is the cylinder 5 #; when the crankshaft 14 rotates 30 degrees again, the electricity-dividing sheet corresponding to the cylinder 1# is separated from the to-be-electrostatic sheet 1' and is in a middle position, and the compressed gas expands to continue acting; at this time, the connecting rod 16 corresponding to the cylinder 6# drives the crankshaft 14 to do work by compressed gas, and the cylinder 5# does work by expansion of compressed gas, so that the connecting rod 16 is driven to drive the crankshaft 14 to do work. When the crankshaft 14 rotates 30 degrees again, the cylinder 5# stops working, the cylinder 1# continues to work by the expansion of the compressed gas, the cylinder 6# still works by the pushing of the compressed gas, but at the moment, the partial electric sheet corresponding to the cylinder 2# is in contact with the static sheet 2', and the cylinder 2# starts to work. The working sequence of the cycle is cylinders 1#, 6#, 2#, 4#, 3#, and 5#, wherein the cylinders 1#, 2#, and 3# work by pushing the crankshaft 14, and the cylinders 4#, 5#, and 6# work by compressing the gas to pull the crankshaft 14. Therefore, when the crankshaft 14 rotates, multi-cylinder work is performed, so that the torque output is increased, and the requirements of climbing or high power output are met.

Referring now to fig. 11-13, the crankshaft 14 includes a crank 140, a rear end 141, a crank shaft 142, and a crankshaft front end 146. The crankshaft 142 is provided with a bearing 143 and a bearing retainer ring 144, and one or more oil grooves 145 for lubricating the bearing 143 are formed in the diameter of the crankshaft 142. The crankshaft front end 146 is provided with an air intake and exhaust electric control shaft 17, an electric control sheet 171 is mounted on the air intake and exhaust electric control shaft 17, and an electric control sheet fixing end 172 is arranged at the end part of the electric control sheet 171. In the preferred embodiment of the present invention, the cranks 140 of the crankshaft 14 are spaced apart by 3 crank shafts 142, and the number of the cranks 140 is 4, which may be increased or decreased depending on the number of cylinders, as will be apparent to those skilled in the art. The crank 140 is formed with a through hole for connecting a crank shaft 142, and the crank shaft 142 is fixed in the through hole of the crank 140 by a nut 147. In order to prevent rust from occurring at the contact portion between the crank 140 and the crank shaft 142, a lubricating oil passage 148 is provided in the diameter of the crank shaft 142, and the lubricating oil from the lubricating oil groove 145 lubricates the crank shaft 142 and the bearing 143 through the lubricating oil passage 148, thereby preventing rust from occurring.

As shown in fig. 14-15, the intake and exhaust electric control shaft 17 is provided with 3 electric control plates 171, which are respectively used for controlling the intake and exhaust processes of 6 cylinders of the variable multi-cylinder aerodynamic engine. The position of the electrical control flaps is relatively stationary, as is the electrical control flap relative to the crankshaft 14. The material of the electric control wafer 171 is selected from a metal or non-metal material with rust-proof and wear-resistant properties, such as stainless steel or high-strength resin. In addition, the two connected electric control sheets are separated by a circular plate and clamp the electric control sheet 171 therein, and the electric control sheet 171 is fixed with the fixed end 172 of the electric control sheet by screw thread connection.

Referring to fig. 16A-16C, in fig. 16A, when the engine operates smoothly, compressed air is introduced into the cylinder 1#, a protrusion of a first electric control wafer 171-1 in the electric control wafer 171 contacts with the wafer 1' to be charged, the first electric control wafer 171-1 is 120 ° different from the second electric control wafer 171-2, the second electric control wafer 171-2 is 120 ° different from the third electric control wafer 171-3, and the third electric control wafer 171-3 is 120 ° different from the first electric control wafer 171-1; when the air intake and exhaust control shaft 17 rotates clockwise by 120 °, the protrusion of the second electric control piece 171-2 contacts with the sheet to be charged 2', and the intake valve of the cylinder 2# is opened to intake compressed air, as shown in fig. 16B; when the air intake and exhaust control shaft 17 rotates further clockwise by 120 °, the projection of the third electric control piece 171-3 comes into contact with the sheet to be charged 3' and the intake valve of the cylinder 3# opens to intake the compressed air, as shown in fig. 16C.

The intake and exhaust control system will now be described in detail with reference to fig. 17. The intake and exhaust control system is used for controlling the opening sequence of the electromagnetic valves according to command signals of the electronic control unit. Because the electromagnetic valve has the pressure reducing function, the electromagnetic valve and the pressure reducing and regulating valve are combined to form the speed regulating valve, so that the rotating speed of the engine can be regulated within a proper range. Various sensors such as a speed sensor for measuring the engine speed, an accelerator potentiometer for determining the position of an accelerator pedal, and a temperature sensor for measuring the temperature of the engine body may be selectively provided to the engine body 1.

When the engine rotates steadily forward, an accelerator and a forward rotation distributor of the engine are opened, a distributing piece is contacted with a to-be-electrostatic piece 1' corresponding to the cylinder 1#, and the cylinder 1# enters compressed gas; when the crankshaft rotates by 90 degrees, the electric distribution plate is in the middle position and is away from the static plate 1', the inlet valve of the cylinder 1# is closed, and at the moment, compressed gas in the cylinder 1# expands to do work. When the crankshaft rotates 30 degrees again, the electricity-dividing sheet is contacted with the corresponding to-be-electrostatic sheet 2' of the cylinder 2#, and compressed gas enters the cylinder 2 #; when the crankshaft rotates by 90 degrees again, the sub-electric sheet is in the neutral position, the sub-electric sheet is away from the static sheet 2', the inlet valve of the cylinder 2# is closed, and the compressed gas in the cylinder 2# expands to do work. When the crankshaft rotates by 30 degrees again, the electricity distribution piece is in contact with the to-be-electrostatic piece 3 'corresponding to the cylinder 3#, compressed gas enters the cylinder 3#, when the crankshaft rotates by 90 degrees, the electricity distribution piece is in the middle position and is away from the to-be-electrostatic piece 3', the air inlet valve of the cylinder 3# is closed, and at the moment, the compressed gas in the cylinder 3# expands to do work. When the crankshaft rotates 30 degrees again, the sub-electric plates can be contacted with the static electricity waiting plates 1' corresponding to the cylinder 1#, and compressed gas enters the cylinder 1 #; the crankshaft rotates by 90 degrees, the distribution plate is in the middle position, the distribution plate is separated from the static plate 1', an air inlet valve of the air cylinder 1# is closed, and at the moment, compressed air in the air cylinder expands to do work. When the engine works smoothly in forward rotation, the cylinders do work circularly according to the sequence of the cylinders 1#, 2#, and 3# so as to achieve the smooth operation of the engine.

When the engine is stably reversed, an accelerator and a reverse distributor of the engine are opened, a distributing piece is contacted with a to-be-electrostatic piece 4' corresponding to the cylinder 4#, and the cylinder 4# enters compressed gas; the crankshaft reversely rotates by 90 degrees, the distribution plate is in the middle position, the distribution plate is separated from the static electricity waiting plate 4', the air inlet valve of the air cylinder 4# is closed, and at the moment, compressed air in the air cylinder expands to do work. When the crankshaft rotates reversely by 30 degrees again, the electricity-dividing sheet is contacted with the corresponding piece to be electrostatic 5' of the cylinder 5#, and compressed gas enters the cylinder 5 #; when the crankshaft reversely rotates by 90 degrees, the electric distribution plate is in the middle position and is away from the static electricity waiting plate 5', the air inlet valve of the air cylinder 5# is closed, and at the moment, compressed air in the air cylinder expands to do work. When the crankshaft rotates reversely by 30 degrees again, the electricity-dividing sheet is contacted with the corresponding sheet to be electrostatic 6' of the cylinder 6#, and compressed gas enters the cylinder 6 #; when the crankshaft reversely rotates by 90 degrees, the electric distribution piece is in the middle position and is away from the static electricity waiting piece 6', the inlet valve of the cylinder 6# is closed, and at the moment, compressed gas in the cylinder expands to do work. When the crankshaft rotates reversely by 30 degrees again, the electricity-dividing sheet is contacted with the to-be-electrostatic sheet 4' corresponding to the cylinder 4#, and the cylinder 4# enters compressed gas; the crankshaft reversely rotates through 90 degrees, the electric distribution plate is in the middle position, the electric distribution plate is separated from the static electricity plate 4', an inlet valve of the cylinder 4# is closed, and at the moment, the compressed gas in the cylinder expands to do work. When the engine works stably, the cylinders do work circularly according to the cylinders 4#, 5#, and 6# so as to achieve the purpose of stable and reverse operation of the engine.

When the engine needs to climb or increase power, the accelerator starts the distributor to be opened, the distributor can be contacted with the static electricity waiting sheet 1 'corresponding to the cylinder 1#, and simultaneously, the distributor corresponding to the cylinder 5# is also contacted with the static electricity waiting sheet 5', at the moment, the air inlet and exhaust control valve A of the cylinder 1# is opened, the connecting rod pushes the crankshaft to rotate, and the connecting rod corresponding to the cylinder 5# pulls the crankshaft to rotate, so that the bidirectional power function is achieved.

When the crankshaft rotates by 30 degrees, the electricity-dividing sheet corresponding to the cylinder 5# is separated from the to-be-electrostatic sheet 5' and is positioned at a middle position, at the moment, the connecting rod corresponding to the cylinder 1# pushes the crankshaft to do work by compressed gas, and the cylinder 5# does work by compressed gas expansion, so that the connecting rod is driven to pull the crankshaft to do work. When the crankshaft rotates 30 degrees again, the cylinder 1# does work like before, but at the moment, the corresponding electricity-dividing sheet of the cylinder 6# is contacted with the sheet to be charged 6', namely the inlet valve of the cylinder 6# is opened, and compressed gas starts to enter, and pushes the cylinder piston to pull the crankshaft to do work; at the moment, the compressed gas pushes the cylinder piston and pulls the crankshaft to do work is a 6# cylinder, the compressed gas pushes the cylinder piston and pushes the crankshaft to do work by a 1# cylinder, and the compressed air expands to push the cylinder piston and pulls the crankshaft to do work by a 5# cylinder; when the crankshaft rotates 30 degrees again, the corresponding electricity-dividing sheet of the cylinder 1# is separated from the sheet 1' to be electrostatic and is in a middle position, and the work is continuously done by the expansion of compressed gas; at the moment, the connecting rod corresponding to the cylinder 6# pulls the crankshaft to do work by compressed gas, and the cylinder 5# pulls the crankshaft to do work by compressed gas expansion, so that the connecting rod is driven to pull the crankshaft to do work. When the crankshaft rotates 30 degrees again, the cylinder 5# stops working, the cylinder 1# continues to work by the expansion of the compressed gas, the cylinder 6# still works by the pushing of the compressed gas, but at the moment, the sub-electric sheet corresponding to the cylinder 2# is in contact with the static electricity waiting sheet 2', and the cylinder 2# starts to work. And circulating in this way, the working sequence is carried out according to the cylinders 1#, 6#, 2#, 4#, 3# and 5# in sequence, wherein the cylinders 1#, 2# and 3# work by pushing a crankshaft, and the cylinders 4#, 5# and 6# work by pulling the crankshaft by compressed gas. Therefore, when the crankshaft rotates, the multi-cylinder does work, so that the torsion is increased, the efficiency is improved, and the requirements of climbing or high power output are met.

Although the present invention has been disclosed in detail with reference to the accompanying drawings, it is to be understood that such description is merely illustrative and not restrictive of the application of the present invention. The scope of the present invention is defined by the appended claims, and may include various modifications, alterations, and equivalents made thereto without departing from the scope and spirit of the invention.

Claims

1. A variable multi-cylinder aerodynamic engine comprises an engine body (1), an upper box body (20), an air intake and exhaust control box (30), an air intake and exhaust device (40), an oil pan (50), a lower box body (60) and an engine fixing frame (70);

the engine body (1) includes: a cylinder (12), a crankshaft (14), a connecting rod (16), a cylinder rod (120) and a crank (140); wherein,

the air cylinder (12) is divided into an air cylinder 1#, an air cylinder 2#, an air cylinder 3#, an air cylinder 4#, an air cylinder 5# and an air cylinder 6# and is distributed up and down according to the air cylinders 1#, 2#, 3# and the air cylinders 4#, 5# and 6 #;

the method is characterized in that: when the engine rotates forwards stably, the air cylinder (12) enters compressed air according to the sequence of the air cylinder 1#, the air cylinder 2# and the air cylinder 3#, and the air cylinder 4#, the air cylinder 5# and the air cylinder 6# exhaust air sequentially;

when the engine is stably reversed, the cylinder (12) enters compressed gas according to the sequence of the cylinder 4#, the cylinder 5# and the cylinder 6#, and the cylinder 1#, the cylinder 2# and the cylinder 3# exhaust gas;

when the engine climbs a slope or power needs to be increased, compressed gas enters the cylinder (12) according to the sequence of the cylinder 1#, the cylinder 6# and the cylinder 2#, and exhaust is performed in the cylinder 4#, the cylinder 3# and the cylinder 5 #; one end of the crankshaft (14) is provided with an air inlet and exhaust electric control shaft (17), and an electric control sheet (171) is arranged on the air inlet and exhaust electric control shaft (17) and used for controlling air inlet and exhaust of the air cylinder (12); when the electric control sheet (171) is in contact with the sheet to be electrostatically charged, an inlet valve (13) of the corresponding air cylinder (12) is opened, and compressed air enters; when the electric control sheet (171) is far away from the static sheet, the air inlet valve (13) of the corresponding air cylinder (12) is closed, and at the moment, compressed air in the air cylinder (12) expands to do work; the piece to be subjected to static electricity is divided into a piece to be subjected to static electricity 1 ', a piece to be subjected to static electricity 2 ', a piece to be subjected to static electricity 3 ', a piece to be subjected to static electricity 4 ', a piece to be subjected to static electricity 5 ', a piece to be subjected to static electricity 6 ', and the pieces to be subjected to static electricity are distributed up and down according to the pieces to be subjected to static electricity 1 ', 2 ', 3 ' and the pieces to be subjected to static electricity 4 ', 5 ' and.

2. The variable multi-cylinder aerodynamic engine of claim 1, characterized in that: an electromagnetic valve (11) is arranged on the cylinder (12), and an inlet valve (13) and an exhaust valve (15) are arranged on the electromagnetic valve (11).

3. The variable multi-cylinder aerodynamic engine of claim 1, characterized in that: the cylinder 1# and the cylinder 4# share one cylinder shell (121); the cylinder 2# and the cylinder 5# share one cylinder shell (121); the cylinders 3# and 6# share one cylinder housing (121).

4. The variable multi-cylinder aerodynamic engine of claim 1, characterized in that: the number of the electric control pieces (171) is three, and the electric control pieces are fixed on the air intake and exhaust electric control shaft (17) according to different swing angles.

5. The variable multi-cylinder aerodynamic engine of claim 1, characterized in that: the pipelines 1#, 2#, 3#, 4#, 5#, and 6# of the air inlet and exhaust device (40) are respectively communicated with exhaust valves of cylinders 1#, 2#, 3#, 4#, 5#, and 6# on the engine body (1).

6. The variable multi-cylinder aerodynamic engine of claim 5, characterized in that: the gases in the pipelines 1#, 2#, 3#, 4#, 5#, and 6# of the air inlet and exhaust device (40) are collected by an exhaust pipeline (42) and then discharged.

7. The variable multi-cylinder aerodynamic engine of claim 1, characterized in that: the air inlet and exhaust device (40) is provided with an air inlet pipeline (41), and compressed air enters the cylinder (12) through the air inlet pipeline (41).

8. The variable multi-cylinder aerodynamic engine of claim 7, characterized in that: the compressed air is between 1 and 2 MPa.