CN107327344B - Energy-saving internal combustion engine crankshaft mechanism capable of increasing torque - Google Patents
Energy-saving internal combustion engine crankshaft mechanism capable of increasing torque Download PDFInfo
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- CN107327344B CN107327344B CN201710695172.9A CN201710695172A CN107327344B CN 107327344 B CN107327344 B CN 107327344B CN 201710695172 A CN201710695172 A CN 201710695172A CN 107327344 B CN107327344 B CN 107327344B
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- crankshaft
- axis
- pull rod
- crank
- eccentric sleeve
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/22—Cranks; Eccentrics
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
- F16C7/02—Constructions of connecting-rods with constant length
- F16C7/023—Constructions of connecting-rods with constant length for piston engines, pumps or the like
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H21/00—Gearings comprising primarily only links or levers, with or without slides
- F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
- F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
- F16H21/18—Crank gearings; Eccentric gearings
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Ocean & Marine Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Transmission Devices (AREA)
Abstract
The technology provides an energy-saving internal combustion engine crankshaft mechanism capable of increasing torque, which comprises a crankshaft, an eccentric sleeve body, a pull rod, a small pull rod crankshaft, a connecting rod and a piston, wherein an inner hole matched with the crank of the crankshaft is formed in the eccentric sleeve body, and the outer circle axis of the eccentric sleeve body and the axis of the inner hole are in an eccentric state; a connecting rod is arranged on the outer circle of the eccentric sleeve body, and the other end of the connecting rod is connected with a piston; one end of the pull rod is hinged with an eccentric sleeve body arm of the eccentric sleeve body, and the other end of the pull rod is hinged with a crank of the small crankshaft of the pull rod; the crankshaft and the small pull rod crankshaft rotate at equal angular speed, and the eccentric sleeve body swings by taking the axis of the inner hole as an axis; when the crank of the crankshaft rotates to the upper dead point, the piston does not reach the upper dead point position due to the action of the eccentric sleeve body; the piston reaches the top dead center position when the crank is rotated through an angle α=12° -38 ° with reference to the position of the crank at the top dead center. When the internal combustion engine is near the top dead center of the piston, the internal combustion engine has a larger force arm and larger gas pressure, and can output larger torque.
Description
Technical Field
The technology relates to the field of internal combustion engines, in particular to a crankshaft mechanism of an internal combustion engine, which can save oil consumption and increase torque.
Background
The traditional internal combustion engine is characterized in that the pressure generated during the explosion of a cylinder is exerted by a piston, a connecting rod and a crankshaft to output torque outwards, the moment arm of the moment of the crankshaft by the cylinder pressure is a process of gradually increasing from zero to the bottom dead center, and gradually returning to zero, namely when one crank of the crankshaft reaches the top dead center, the axis of the connecting rod connected to the crank of the crankshaft passes through the center of the crankshaft, the piston connected to the connecting rod is also at the top dead center position, the combustion pressure of fuel gas in the cylinder is very high, the moment arm is very small, so that the torque generated by the internal combustion engine is very small, and when the moment arm gradually increases along with the rotation of the crankshaft (the moment arm reaches the maximum when the crank is positioned at the top dead center position from the crank of the crankshaft, and the moment arm reaches the maximum when the crank rotates by 90 degrees), the torque is still not large, the power output of the torque of the internal combustion engine is greatly influenced, and the huge energy waste is caused.
Disclosure of Invention
The technical aim is to provide an energy-saving internal combustion engine crankshaft mechanism capable of increasing torque, which is characterized in that the moment arm reaches the maximum when the crankshaft crank rotates a small angle from the top dead center position, so that when the internal combustion engine is near the top dead center of a piston, the internal combustion engine has a larger moment arm and a larger gas pressure, and outputs larger torque.
The internal combustion engine crankshaft mechanism capable of saving energy and increasing torque comprises a crankshaft 1, an eccentric sleeve body 4, a pull rod 5, a pull rod small crankshaft 3, a connecting rod 2 and a piston 7, wherein an inner hole 41 matched with a crank 11 of the crankshaft 1 is formed in the eccentric sleeve body 4, and the axis of an outer circle 42 of the eccentric sleeve body 4 and the axis of the inner hole 41 are in an eccentric state; the connecting rod 2 is arranged on the outer circle 42 of the eccentric sleeve body 4, and the other end of the connecting rod 2 is connected with the piston 7; one end of the pull rod 5 is hinged with an eccentric sleeve body arm of the eccentric sleeve body 4, and the other end is hinged with a crank 31 of the small crankshaft 3 of the pull rod; the crankshaft 1 and the small pull rod crankshaft 3 rotate at equal angular speed, and the eccentric sleeve body 4 swings by taking the axis of the inner hole 41 as an axis; when the crank 11 of the crankshaft 1 rotates to the top dead center, the piston does not reach the top dead center position due to the action of the eccentric sleeve body 4; when the crank 11 is rotated through an angle α=12° -38 ° with reference to the position of the crank 11 at the top dead center, the piston reaches the top dead center position due to the eccentric sleeve 4.
The beneficial effects of the technology are that: because the connecting rod is connected with the crank of the crank through the eccentric sleeve body, the technology changes the work done by the crank of the traditional reciprocating internal combustion engine during the top dead center to the work done by the crank of the crank rotating a certain angle alpha=12-38 degrees from the top dead center, and the work done by the explosion when a larger force arm is generated, thereby effectively utilizing the maximum energy work done during the gas combustion explosion and improving the energy conversion rate of the fuel. That is, in the present technology, when the piston reaches the top dead center and the gas combustion explosion work, the crank has rotated a certain angle from the top dead center, and a larger force arm exists at this time. However, the traditional internal combustion engine does not generate a force arm when the piston reaches the top dead center and the combustion and explosion of the fuel gas take place, and the traditional internal combustion engine does not generate a great idle work. The technology is that an ideal force arm L exists when the piston reaches the top dead center explosion work, so that larger torque can be generated.
As a further improvement to the crankshaft mechanism of the internal combustion engine, the eccentric sleeve body arm is provided with a pin hole, and the pull rod is hinged with the eccentric sleeve body arm through a pin shaft passing through the pin hole. One end of the pull rod connected with the crank of the small pull rod crank 3 rotates circumferentially around the axis of the small pull rod crank 3, and one end of the pull rod connected with the eccentric sleeve body arm drives the eccentric sleeve body to swing around the axis of the crank or the axis of the inner hole 41.
As a further improvement to the above-described crankshaft mechanism of the internal combustion engine, the crankshaft 11 rotates in the opposite direction to the direction in which the eccentric sleeve 4 swings about the axis of the inner hole 41 during the period from the reference position at the top dead center to the piston reaching the top dead center position.
As a further improvement of the crankshaft mechanism of the internal combustion engine, the axis of the crankshaft 1 is parallel to the axis of the small pull rod crankshaft 3, and the axis of the piston 7 is perpendicular to the axis of the crankshaft 1; the plane 100 of the axis of the crankshaft 1 and the axis of the small pull rod crankshaft 3 is perpendicular to the plane 200 of the axis of the piston 7 and the axis of the crankshaft 1; the rotation direction of the crankshaft 1 is opposite to that of the small pull rod crankshaft 3; when the small crankshaft crank 31 of the pull rod is above the plane 100, the rotation direction of the crankshaft 1 is opposite to the swinging direction of the eccentric sleeve body 4 around the axis of the inner hole 41; when the small-crank handle 31 is below the plane 100, the rotation direction of the crankshaft 1 is the same as the direction in which the eccentric sleeve 4 swings about the axis of the inner hole 41.
As a further improvement to the crankshaft mechanism of the internal combustion engine, when the axes of the small crankshaft crank 31 of the pull rod and the plane 300 of the axes of the small crankshaft 3 of the pull rod form an included angle of 15-25 degrees with the plane 100, the crankshaft crank 11 is positioned at the upper dead point or the lower dead point.
As a further improvement of the above-described crankshaft mechanism of the internal combustion engine, a pair of meshed gears that drive the small drawbar crankshaft 3 to rotate are provided on the crankshaft 1 and the small drawbar crankshaft 3, respectively.
As a further improvement to the above-described crankshaft mechanism of the internal combustion engine, the tie rod 5 is arc-shaped and protrudes in a direction away from the axis of the crankshaft 1. This prevents the recess of the tie rod near the axis of the crankshaft 1 from interfering with the crankshaft.
As a further improvement to the above-described crankshaft mechanism of an internal combustion engine, the eccentric sleeve 4 is divided into two parts by a plane passing through the axis of the inner bore 41. This facilitates the installation of the eccentric sleeve 4.
As a further improvement to the above-described crankshaft mechanism of the internal combustion engine, the wall of the inner hole 41 of the eccentric sleeve body 4 is made of wear-resistant alloy. This reduces wear on the eccentric sleeve and the crank of the crankshaft.
As a further improvement of the above-described crankshaft mechanism of the internal combustion engine, the internal combustion engine is a single-cylinder or multi-cylinder internal combustion engine, and the number of cranks 31 of the small crankshaft 3 of the tie rod is the same as the number of cylinders of the internal combustion engine; each crank 11 of the crankshaft 1 is connected to a crank 31 of the small crankshaft 3 by means of an eccentric sleeve 4 and a tie rod 5. Therefore, when the piston in each cylinder reaches the top dead center and the gas combustion explosion work, the crank shaft crank rotates a certain angle from the top dead center, a larger force arm is generated, the maximum energy in the gas combustion explosion process is effectively utilized to work, and the energy conversion rate of the fuel is improved. The cranks 11 of the crankshaft 1 are designed to be even and uniformly distributed on the circumference taking the axis of the crankshaft as the center, which is beneficial to dynamic balance of the crankshaft 1, can generate inertia during operation and is beneficial to the operation of the internal combustion engine. Correspondingly, the cranks 31 of the small pull rod cranks 3 are designed to be even and uniformly distributed on the circumference taking the axis of the small pull rod cranks as the center, so that the dynamic balance of the small pull rod cranks 3 is facilitated.
When the crank of the crankshaft 1 rotates to the top dead center, the connecting rod bushing axis of the piston does not reach the top dead center position due to the action of the eccentric sleeve body 4, when the crank of the crankshaft 1 continues to rotate for a small angle after reaching the top dead center position, the piston connecting rod bushing axis reaches the top dead center position due to the action of the eccentric sleeve body 4, the piston in the cylinder of the internal combustion engine also reaches the top dead center position, at the moment, air in the cylinder is compressed to the extreme value, at the moment, the fuel nozzle of the internal combustion engine sprays fuel or the spark plug ignites, the fuel combustion in the cylinder of the internal combustion engine explodes, the piston pushes the connecting rod and the crankshaft 1 to rotate to do work, that is, when the compressed air of the piston reaches the top dead center explosion work of the cylinder, the crankshaft 1 has a larger force arm, so that the maximum energy can be used as work when the fuel combustion explodes, and the energy conversion rate of the fuel is improved.
Drawings
Fig. 1 is a schematic diagram of a crank mechanism at a top dead center position (α=0°, with plane 300 at an angle of 20 ° to plane 100).
Fig. 2 is a schematic diagram of a crank mechanism when α=15° (plane 300 makes an angle of 35 ° with plane 100).
Fig. 3 is a schematic diagram of a crank mechanism when α=33° (plane 300 makes an angle of 53 ° with plane 100).
Fig. 4 is a schematic diagram of a crank mechanism when α=90° (plane 300 makes an angle of 110 ° with plane 100).
Fig. 5 is a schematic diagram of a crankshaft mechanism with plane 300 at an angle of 155 deg. to plane 100.
FIG. 6 is a schematic diagram of the crankshaft mechanism with plane 300 at an angle of 160 degrees to plane 100 (crankshaft crank in bottom dead center position).
Fig. 7 is a schematic diagram of a crankshaft mechanism with plane 300 at 115 ° angle to plane 100.
Fig. 8 is a schematic diagram of a crankshaft mechanism with plane 300 at a 70 angle to plane 100.
Fig. 9 is a schematic diagram of a crankshaft mechanism with plane 300 at a 25 ° angle to plane 100.
FIG. 10 is a schematic diagram of a crankshaft mechanism with a crankshaft crank rotated through an angle α from a top dead center position.
FIG. 11 is a schematic illustration of a crankshaft mechanism with the crankshaft crank in a top dead center position.
Fig. 12 is a top view of the crankshaft, small tie rod crankshaft, etc. of fig. 11.
Fig. 13 is a schematic view of an eccentric sleeve.
Fig. 14 is a right side view of fig. 13.
In the figure, a crankshaft 1, a crankshaft axis 10, a crankshaft 11, a crankshaft 110, a connecting rod 2, a small crankshaft 3, a small crankshaft axis 30, a small crankshaft crank 31, a small crankshaft crank axis 310, an eccentric sleeve 4, an inner hole 41, an outer circle 42, an eccentric sleeve arm 43, a pin hole 44, a pull rod 5, a gear 6, a piston 7, a pin shaft 8, a plane 100 where the crankshaft axis 10 and the small crankshaft axis 30 are located, a plane 200 where the piston axis and the crankshaft axis are located, a plane 300 where the small crankshaft axis 310 and the small crankshaft axis 30 are located, a plane 400 where the crankshaft axis 110 and the small crankshaft axis 10 are located, a center locus of the crankshaft, namely a circle x, a center locus of the small crankshaft crank of the pull rod, namely a circle y, an outer circle 42 axis swings around the inner hole 41 axis (circular arc shape) z, an upper center u of the connecting rod 2, and a lower center v of the connecting rod 2.
Detailed Description
The following description will take, as examples, an eccentricity of the crankshaft 1 of 50mm, an eccentricity of the eccentric sleeve 4 of 25mm, an eccentricity of the small crankshaft 3 of the tie rod of 65mm, a pitch of the tie rod 5 of 226.68mm, and a center distance of the crankshaft 1 and the small crankshaft 3 of the tie rod of 210mm.
Referring to fig. 1, the energy-saving and torque-increasing crankshaft mechanism of the internal combustion engine comprises a crankshaft 1, an eccentric sleeve body 4, a pull rod 5, a pull rod small crankshaft 3, a connecting rod 2 and a piston 7.
Two meshed gears 6 with equal tooth numbers are connected with the same end of the crankshaft 1 and the small pull rod crankshaft 3 through keys respectively. In order to prevent the outer diameter of the gear 6 from being excessively large, an even number of gears 6 meshed with each other can be arranged between the crankshaft 1 and the small pull rod crankshaft 3 for transmission, so that the rotational angular speeds of the crankshaft 1 and the small pull rod crankshaft 3 are the same and opposite.
The eccentric sleeve body 4 is provided with an inner hole 41 with the diameter of 70mm matched with the crank 11 of the crankshaft 1, and the wall of the inner hole 41 of the eccentric sleeve body 4 is made of wear-resistant alloy.
The diameter of the outer circle 42 of the eccentric sleeve body 4 is 130mm, the axis of the outer circle 42 and the axis of the inner hole 41 are in an eccentric state, and the eccentricity is 25mm; the eccentric sleeve 4 is divided into two parts by a plane passing through the axis of the inner bore 41.
The lower end of the connecting rod 2 is arranged on the outer circle 42 of the eccentric sleeve body 4, and the upper end of the connecting rod 2 is connected with the piston 7. The distance from the center u of the upper end of the connecting rod 2 connected to the piston (i.e., the rod shoe axis of the piston) to the center v of the lower end of the connecting rod 2 connected to the outer circle 42 (i.e., the outer circle 42 axis) is 250mm.
The eccentric sleeve 4 has an eccentric sleeve arm 43 extending laterally, and the eccentric sleeve arm 43 has a pin hole 44. The pin hole 44 axis is parallel to the inner hole 41 axis, the distance between the pin hole 44 axis and the inner hole 41 axis is 130mm, and the included angle between the plane of the pin hole 44 axis and the inner hole 41 axis and the plane of the outer circle 42 axis and the inner hole 41 axis is 50 degrees.
One end of the pull rod 5 is hinged with the eccentric sleeve body arm through a pin shaft 8 passing through a pin hole 44, and the other end of the pull rod 5 is hinged with a crank 31 of the small crankshaft 3 of the pull rod; the axis of the pin hole 44 is parallel to the axis of the small crankshaft crank of the pull rod, and the distance between the pin hole and the small crankshaft crank is 226.68mm. The tie rod 5 is arc-shaped and protrudes in a direction away from the axis of the crankshaft 1.
When the crankshaft rotates, the small crankshaft 3 of the pull rod is driven to rotate around the axis 3 of the small crankshaft through gear transmission, and as the two gears 6 are the same, the crankshaft 1 and the small crankshaft 3 of the pull rod rotate at equal angular speed, one end of the pull rod connected with the crank 31 performs circular motion, and the other end of the pull rod drives the eccentric sleeve 4 to swing by taking the axis of the inner hole 41 as the axis through the eccentric sleeve arm 43.
The axis 10 of the crankshaft 1 and the axis 30 of the small crankshaft 3 of the pull rod are parallel, and the distance is 210mm. The axis of the piston 7 is perpendicular to the axis of the crankshaft 1; the plane 100 of the axis of the crankshaft 1 and the axis of the small pull rod crankshaft 3 is perpendicular to the plane 200 of the axis of the piston 7 and the axis of the crankshaft 1; the crankshaft 1 and the small pull rod crankshaft 3 rotate in opposite directions.
The eccentricity of the crankshaft 1 is 50mm, that is, the trajectory of the crankshaft crank center is a circle x of 100mm diameter. The eccentricity of the small crankshaft of the pull rod is 65mm, that is, the track of the center of the small crankshaft of the pull rod is a circle y with the diameter of 130 mm.
Referring to fig. 1, when the crank 11 of the crankshaft 1 rotates to the top dead center, the plane 300 in which the axes of the small crankshaft 31 and the small crankshaft 3 of the tie rod are located makes an angle of 20 ° with the plane 100 in which the axes of the crankshaft 1 and the small crankshaft 3 of the tie rod are located, and the small crankshaft 31 of the tie rod is above the plane 100. At this time, the distance from the center u of the upper end of the connecting rod 2, to which the piston is connected, to the crankshaft axis 10 is 298.75mm, and the piston does not reach the top dead center position.
With the clockwise rotation of the crankshaft, the pull rod small crankshaft rotates anticlockwise, and the eccentric sleeve body 4 swings anticlockwise around the axis of the inner hole 41.
Referring to fig. 2, when the crank 11 is rotated by an angle α=15° with respect to the plane 300 and the plane 100 by 35 ° with reference to the position of the crank 11 at the top dead center, the distance from the center u of the upper end of the connecting rod to the crank axis 10 is 300.67mm, and at this time, the distance from the crank axis to the crank axis in the horizontal direction is 12.94mm, that is, a moment arm of 12.94mm is generated. At this time, if the gas combustion bursts, a larger pressure is generated on the piston, and a larger force arm exists, so that the crankshaft can generate larger torque.
As the crankshaft continues to rotate, referring to fig. 3, when the crankshaft 11 rotates through an angle α=33°, the plane 300 makes an angle of 53 ° with the plane 100, the distance from the upper end center u of the connecting rod to the crankshaft axis 10 is 298.76mm, and the distance from the crankshaft axis to the crankshaft axis in the horizontal direction is at a maximum of 27.23mm, that is, a moment arm of at most 27.23mm is generated. At this time, the distance from the center u of the upper end of the connecting rod to the crankshaft axis 10 is 298.76mm, which is very close to 300.67mm compared to the distance from the center u of the upper end of the connecting rod to the crankshaft axis 10 when the piston reaches the top dead center position at α=15°, as described above; but now the arm 27.23mm is 2.1 times the arm 12.94mm as described above. Therefore, at this time, if the gas combustion burst, a larger torque can be generated than the gas combustion burst at α=15° described earlier.
Referring to fig. 4, when the crankshaft crank rotates to the coplanarity of the crankshaft crank axis, the crankshaft axis and the small crankshaft axis of the pull rod, the plane 300 forms an included angle of 110 degrees with the plane 100, and the distance from the center u of the upper end of the connecting rod to the crankshaft axis 10 is 244.95mm.
Referring to FIG. 5, plane 300 is at a 155 angle to plane 100 and the distance from the center u of the upper end of the connecting rod to crankshaft axis 10 is 237.35mm.
Referring to fig. 6, when the crank 11 of the crankshaft 1 rotates to the bottom dead center, the plane 300 in which the axes of the small crankshaft 31 and the small crankshaft 3 of the tie rod are located makes an angle of 160 ° with the plane 100 in which the axes of the crankshaft 1 and the small crankshaft 3 of the tie rod are located, and the small crankshaft 31 of the tie rod is located below the plane 100. At this time, the distance from the center u of the upper end of the connecting rod to the crankshaft axis 10 is 222.99mm.
Referring to fig. 7, plane 300 is at 115 ° angle to plane 100, and the tie rod small crankshaft crank 31 axis is below plane 100, and the distance from the connecting rod upper end center u to crankshaft axis 10 is 221.79mm.
Referring to FIG. 8, plane 300 is at a 70 angle to plane 100 and the tie rod small crankshaft crank 31 axis is below plane 100, the distance from the connecting rod upper end center u to crankshaft axis 10 is 243.06mm.
Referring to FIG. 9, plane 300 is at a 25 angle to plane 100 and the tie rod small crankshaft crank 31 axis is below plane 100, the distance from the connecting rod upper end center u to crankshaft axis 10 is 275.6mm.
Referring to fig. 10, the distance from the crankshaft axis to the crankshaft axis in the horizontal direction, i.e., the moment arm L, is shown after the crankshaft 11 rotates from the reference position by an angle α (the angle between the crankshaft axis and the plane 400 of the crankshaft axis and the plane 200 of the crankshaft axis and the piston axis).
The eccentric position of the eccentric sleeve body 4 is arranged on one side of the power stroke in one circle of crankshaft rotation, so that when the crank of the crankshaft 1 rotates to a small angle after the top dead center, the outer circle axis of the eccentric sleeve body 4 moves upwards due to the action of the pull rod 5, and at the moment, the connecting rod 2 arranged on the outer circle of the eccentric sleeve body 4 pushes the piston of the internal combustion engine to the top dead center in the cylinder, air is compressed to the extreme explosion work, and the crankshaft 1 also generates a large force arm.
Claims (6)
1. The utility model provides an energy-conserving internal-combustion engine crankshaft mechanism that can increase moment, includes bent axle (1), eccentric sleeve body (4), pull rod (5) and pull rod small crankshaft (3), connecting rod (2), piston (7), characterized by: an inner hole (41) matched with a crank (11) of the crankshaft (1) is formed in the eccentric sleeve body (4), and the axis of an outer circle (42) of the eccentric sleeve body (4) and the axis of the inner hole (41) are in an eccentric state; a connecting rod (2) is arranged on the outer circle (42) of the eccentric sleeve body (4), and the other end of the connecting rod (2) is connected with a piston (7); one end of the pull rod (5) is hinged with an eccentric sleeve body arm of the eccentric sleeve body (4), and the other end is hinged with a crank (31) of the small crankshaft (3) of the pull rod; the crankshaft (1) and the small pull rod crankshaft (3) rotate at equal angular speed, and the eccentric sleeve body (4) swings by taking the axis of the inner hole (41) as an axis; when the crank (11) of the crankshaft (1) rotates to the top dead center position, the piston does not reach the top dead center position; when the crank (11) rotates by an angle alpha=12-38 DEG based on the position of the crank (11) at the top dead center, the piston reaches the top dead center position;
the eccentric sleeve body arm is provided with a pin hole, and the pull rod is hinged with the eccentric sleeve body arm through a pin shaft penetrating through the pin hole; in the process that the crank (11) rotates from the reference position of the upper dead point to the position of the piston reaching the upper dead point, the rotation direction of the crank (1) is opposite to the swinging direction of the eccentric sleeve body (4) around the axis of the inner hole (41); the axis of the crankshaft (1) is parallel to the axis of the small pull rod crankshaft (3), and the axis of the piston (7) is perpendicular to the axis of the crankshaft (1); the plane (100) where the axis of the crankshaft (1) and the axis of the small pull rod crankshaft (3) are positioned is vertical to the plane (200) where the axis of the piston (7) and the axis of the crankshaft (1) are positioned; the rotation direction of the crankshaft (1) is opposite to that of the small pull rod crankshaft (3); when the axis of the small crankshaft crank (31) of the pull rod is above the plane (100), the rotation direction of the crankshaft (1) is opposite to the swinging direction of the eccentric sleeve body (4) around the axis of the inner hole (41); when the axis of the small crankshaft crank (31) of the pull rod is below the plane (100), the rotation direction of the crankshaft (1) is the same as the swinging direction of the eccentric sleeve body (4) around the axis of the inner hole (41); when the axes of the small crankshaft crank (31) of the pull rod and the plane (300) where the axes of the small crankshaft crank (3) of the pull rod are positioned form an included angle of 15-25 degrees with the plane (100), the crankshaft crank (11) is positioned at the upper dead point or the lower dead point.
2. The crankshaft mechanism of an internal combustion engine according to claim 1, characterized in that: a pair of meshed gears for driving the small pull rod crankshaft (3) to rotate are respectively arranged on the crankshaft (1) and the small pull rod crankshaft (3).
3. The crankshaft mechanism of an internal combustion engine according to claim 1, characterized in that: the pull rod (5) is arc-shaped and protrudes in a direction far away from the axis of the crankshaft (1).
4. The crankshaft mechanism of an internal combustion engine according to claim 1, characterized in that: the eccentric sleeve (4) is divided into two parts by a plane passing through the axis of the inner bore (41).
5. The crankshaft mechanism of an internal combustion engine according to claim 4, wherein: the wall of the inner hole (41) of the eccentric sleeve body (4) is made of wear-resistant alloy.
6. The crankshaft mechanism of an internal combustion engine according to claim 1, characterized in that: the internal combustion engine is a single-cylinder or multi-cylinder internal combustion engine, and the number of the cranks (31) of the small pull rod crankshaft (3) is the same as the number of the cylinders of the internal combustion engine; each crank (11) of the crankshaft (1) is connected with a crank (31) of the small crankshaft (3) of the pull rod through an eccentric sleeve body (4) and the pull rod (5).
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