CN109184900B

CN109184900B - Engine transmission device

Info

Publication number: CN109184900B
Application number: CN201811160584.3A
Authority: CN
Inventors: 陈维加
Original assignee: Suzhou Pawamax Power Co ltd
Current assignee: Suzhou Pawamax Power Co ltd
Priority date: 2018-09-30
Filing date: 2018-09-30
Publication date: 2024-01-30
Anticipated expiration: 2038-09-30
Also published as: CN109184900A

Abstract

The invention discloses an engine transmission device, which comprises an engine box body, a box cover and a cylinder head fixed on the box cover, wherein a piston is arranged in the cylinder head, and the engine transmission device is characterized in that: the axial movement component is a cylindrical structure, at least one inclined closed-loop driving groove is circumferentially arranged on the axial movement component, the rotary movement component is sleeved on or stretches into the axial movement component, a rolling body matched with the driving groove is arranged on the rotary movement component, and the side wall of the driving groove is contacted with the rolling body to convert the linear reciprocating movement of the axial movement component into the continuous rotary movement of the rotary movement component. The energy conversion efficiency of the invention is far higher than that of the traditional crankshaft connecting rod transmission mechanism.

Description

Engine transmission device

Technical Field

The present invention relates to an engine transmission.

Background

The transmission device of the traditional engine mainly adopts a crankshaft connecting rod transmission mechanism, the principle is that the axial force which is generated by fuel deflagration and is applied to a piston for driving the piston to linearly move is converted into the radial force for driving the crankshaft to rotate through a connecting rod and a connecting structure of the connecting rod and a crankshaft crank, and the transmission device is extremely mature in application due to simple structure and long-term continuous optimization and perfection.

However, as is well known in the industry, the known crankshaft connecting rod transmission mechanism has a great problem in practice: since the linear force acting on the piston is always at an angle when it is transmitted via the connecting rod to the crankshaft crank, a resolved force is always obtained in the direction of rotation of the crankshaft. This is especially the case in the initial and final stages of the piston movement, where the direction of the decomposed force is nearly impossible to transfer out when approaching 90 degrees, and according to the work calculation formula w=fs (F is force, S is distance), we know that a large part of the force is wasted without time change. The output power of the conventional engine is actually the power obtained by decomposition. Therefore, the energy conversion efficiency of most traditional engines at present can only reach about 35%, and huge energy is wasted while people use the traditional engines to bring convenience to people.

Therefore, to improve the energy conversion efficiency of the engine, the core is to improve the structure of the internal transmission device, and a new and efficient transmission device is urgently needed in the industry.

Disclosure of Invention

The invention aims at: an engine transmission device with higher energy conversion efficiency is provided.

The technical scheme of the invention is as follows: the engine transmission device includes engine box, engine box cover fixed on the engine box and engine cylinder head fixed on the engine box cover, in the engine cylinder head a piston is set, and is characterized by also including an axial rotation driving mechanism, said mechanism includes an axial movement component connected with the piston and a guide mechanism for limiting said axial movement component to make linear movement along the running direction of the piston, and a rotation movement component limited to axial movement and output rotating shaft fixed or integrally connected with said rotation movement component, said output rotating shaft is rotatably mounted on the engine box and coaxially or parallelly-arranged with the piston, said axial movement component is made into a cylindrical structure, and the rotation movement component is placed on the outside of axial movement component or extended into the interior of axial movement component, on the axial movement component at least an inclined closed-loop driving groove is set along circumference, and on the rotation movement component a rolling body matched with driving groove is mounted, and the side wall of said driving groove is contacted with the rolling body so as to convert the linear movement of the axial movement component into continuous rotation movement of the rotation movement component.

Further, in view of the balance and stability of the forces between the axial moving member and the rotary moving member, the driving grooves are preferably designed to be identical, and the driving grooves are arranged along the axial direction of the axial moving member but not crossed, and are spaced at any angle relative to the circumferential center of the axial moving member; or more than two driving grooves which are the same are arranged on the circumference of the axial movement component at intervals and are crossed with each other relative to the center of the circumference, and the driving grooves are not staggered in the axial direction; or the driving grooves are more than two identical, are arranged at intervals and are crossed at an angle relative to the center of the circumference on the circumference of the axial movement component, and are staggered in the axial direction.

Furthermore, when the engine is a four-stroke engine, the rotation angle of the rotary motion component corresponding to each stroke of the piston in the air inlet and working stages is larger than 180 degrees, so that the air inlet and working time of the piston is prolonged. In practical use, the driving grooves corresponding to the air inlet stage and the working stage of the piston are the same section, namely the rotation angles of the rotary motion members are the same when the rolling bodies walk through the driving grooves of the section and are larger than 180 degrees.

Furthermore, in the invention, the rolling bodies are respectively contacted with the two side walls of the same section of driving groove for rolling in the air inlet and working stages of the piston, the contour lines of the two side walls of the section of driving groove are different in shape, and the initial inclination of the contour line of the side wall corresponding to the air inlet stage of the piston is larger than that of the contour line of the side wall corresponding to the working stage of the piston, so that the descending speed of the piston in the initial stage of descending is accelerated, and the negative pressure in the cylinder is increased more oil and gas in the same descending time more quickly, so that the engine power is improved.

Further, in the present invention, the rolling elements are spherical rolling elements mounted on the rotary motion member through a universal joint.

Further, in the invention, the rolling bodies are rollers, and the rolling surfaces of the rollers are contacted with the two side wall surfaces of the driving groove for rolling.

Further, in the invention, a piston fixing rod is integrally arranged on the axial movement component, the piston fixing rod penetrates through the engine case cover to be connected with the piston, and the output rotating shaft, the axial movement component and the piston are coaxially arranged; the guide mechanism comprises a plurality of guide posts which are arranged in parallel along the running direction of the piston, one end of each guide post is fixed with the engine case cover, the other end of each guide post is fixed with a guide post bracket, sliding guide sleeves are sleeved on each guide post in a matched manner, and the sliding guide sleeves are fixed or integrally arranged on the axial movement component; and the engine box and the guide pillar support are respectively provided with a bearing sleeved on the output rotating shaft, and the output rotating shaft is respectively provided with a shaft shoulder part propped against the bearings at the two sides so as to limit the axial movement of the rotary movement member, or the engine box is internally provided with a limiting support propped against the rotary movement member from the two ends so as to limit the axial movement of the rotary movement member.

Furthermore, in the invention, the part of the axial movement component, which is not provided with the driving groove, is of a hollowed-out structure for reducing weight.

Furthermore, in the invention, the rotary motion member is a cylindrical member, or a fork-shaped member, the fork-shaped member comprises a connecting seat for being fixedly or integrally connected with the output rotating shaft, the connecting seat is provided with fork bars extending along the movement direction of the piston, the rolling bodies are arranged on the fork bars, and when the number of the fork bars is more than two, the fork bars are distributed in a central symmetry manner relative to the rotation axis of the rotary motion member.

Further, in the present invention, the guide posts are disposed in a central symmetry with respect to the circumferential center of the axial moving member.

The working principle of the invention is described as follows:

it should be noted that the inclination of the driving groove in the present invention is that, with respect to the axis of the axially moving member, the closer the "plane" of the driving groove is to the vertical plane of the axis, the greater the inclination thereof, and conversely, the smaller the inclination thereof, the more gentle.

The axial rotation driving mechanism disclosed by the invention can be applied to an engine with any stroke, and in actual work, the rolling body of the rotation moving member is pushed to move by the side wall of the driving groove which is designed in a closed-loop inclined manner on the axial moving member, so that the rotation moving member can continuously rotate, and the linear motion of the piston is converted into the continuous rotation motion of the output rotating shaft. In the process, the power output by the piston is changed in direction only through the axial rotation driving mechanism, is not decomposed at all, removes a small part of friction force, and most of power is transmitted to the output rotating shaft for output. And the dead point area at the beginning and the end of the piston doing work is very small, and most of energy is utilized. Therefore, the energy conversion efficiency of the self-structure is far higher than that of a conventional crankshaft connecting rod transmission mechanism.

In addition, the four-stroke engine is taken as an example, the structure of the four-stroke engine determines that the working angles of the four strokes are limited to 180 degrees, so that the air inlet time and the working time of a piston are fixed, but from the four working strokes of the four-stroke engine, a cylinder with the same displacement can be analyzed in the four working strokes, if more oil gas enters the cylinder or the working time is prolonged, the engine power can be increased, in the traditional crankshaft-connecting engine, people can only enable more oil gas to enter the cylinder in a mode of opening and delaying to close an inlet valve in advance, but the invention can ensure that the piston descending time during air inlet is prolonged on the premise of unchanged engine speed by changing the driving groove path design on an axial movement component so as to ensure that more oil gas enters the cylinder and improve the engine power. Of course, the piston can accelerate the descending speed in the initial descending stage through the optimized design of the side wall contour line of the driving groove (the initial inclination of the side wall contour line is improved), so that the negative pressure in the cylinder is increased more quickly in the same descending time, more oil gas is introduced, and the engine power is further improved.

Meanwhile, for a four-stroke engine, in four working strokes of a piston of the four-stroke engine, more time is required to be acted on the piston by force generated by deflagration in the working strokes of the piston so as to transmit more force to an output shaft, and a driving groove corresponding to the working strokes of the piston and a driving groove corresponding to the air inlet stroke are identical in section and coincide with each other, so that the rotation angle of the air inlet stroke is increased (> 180 degrees) to also increase the rotation angle of the working strokes (> 180 degrees), and further, the explosion power is enabled to have more time to act on the output rotating shaft, so that the utilization rate of fuel oil and the running efficiency of the engine are improved. Therefore, the design of the invention not only improves the power of the engine with the same displacement, but also improves the efficiency of the engine by prolonging the path length of the driving groove corresponding to the air inlet and working phases of the piston, and simultaneously, the speed of the optimal torque point of the engine is moved upwards, the optimal torque rotating speed of the engine is improved, and the engine power is further improved.

The invention has the advantages that:

1. the axial rotation driving mechanism is specially designed to replace the conventional crankshaft connecting rod transmission mechanism, and the axial rotation driving mechanism pushes the rolling bodies of the rotation moving member to move through the side wall of the driving groove which is designed in a closed-loop inclined mode on the axial moving member during operation, so that the rotation moving member can continuously rotate, and the linear motion of the piston is converted into the continuous rotation motion of the output rotating shaft. In the process, the power output by the piston is changed in direction only through the axial rotation driving mechanism, is not decomposed at all, removes a small part of friction force, and most of power is transmitted to the output rotating shaft for output. And the dead point area at the beginning and the end of the piston doing work is very small, and most of energy is utilized. Therefore, the energy conversion efficiency of the self-structure is far higher than that of a conventional crankshaft connecting rod transmission mechanism.

2. When the invention is applied to a four-stroke engine, the corresponding rotation angle (> 180 degrees) of the air inlet stage can be increased by changing the driving groove path design on the axial movement component, so that the piston descending time during air inlet is ensured to be prolonged on the premise of unchanged engine speed, more oil gas can enter the cylinder, and the engine power is improved. Of course, the piston can accelerate the descending speed in the initial descending stage through the optimized design of the side wall contour line of the driving groove (the initial inclination of the side wall contour line is improved), so that the negative pressure in the cylinder is increased more quickly in the same descending time, more oil gas is introduced, and the engine power is further improved.

3. For a four-stroke engine, in four working strokes of a piston of the four-stroke engine, the piston working stroke also hopes that more time is acted on the piston by force generated by knocking so as to transmit more force to an output shaft, but in the invention, a driving groove corresponding to the piston working stroke and a driving groove corresponding to an air inlet stroke are identical, and overlap each other, so that the rotation angle of the air inlet stroke is increased (> 180 degrees) to also increase the rotation angle of the working stroke (> 180 degrees), so that the explosion power is acted on the output rotating shaft for more time, and the utilization rate of fuel oil and the running efficiency of the engine are improved. Therefore, the design of the invention not only improves the power of the engine with the same displacement, but also improves the efficiency of the engine by prolonging the path length of the driving groove corresponding to the air inlet and working phases of the piston, and simultaneously, the speed of the optimal torque point of the engine is moved upwards, the optimal torque rotating speed of the engine is improved, and the engine power is further improved.

In summary, when the engine using the invention is compared with the traditional engine with the same displacement by adopting the crankshaft connecting rod transmission mechanism, the power and the efficiency are both increased, the tested power is increased by more than 20%, the efficiency is improved by 10-15%, meanwhile, the whole weight of the engine is also lightened by about 10%, the volume is smaller, the structure is simpler, and the production cost is lower than that of the traditional engine.

Drawings

The invention is further described below with reference to the accompanying drawings and examples:

FIG. 1 is a schematic view of the structure of the present invention when applied to a four-stroke engine;

FIG. 2 is a schematic illustration of the separate assembly structure between the core mechanism axial rotation drive mechanism and the piston (with the axially moving member being internally cut away) in accordance with the present invention;

FIG. 3 is a schematic perspective view of a axially movable member of the present invention;

FIG. 4 is a detailed mating block diagram of the rocker arm and end cam of the rocker arm drive mechanism of FIG. 1;

FIG. 5 is a schematic view showing the actual distribution of the driving grooves on the axial movement member in FIG. 1 on a plane after being spread along the circumferential surface;

FIG. 6 is a schematic view of the deployment profile of FIG. 5 when the drive channels are not axially offset;

FIG. 7 is a graph showing the relationship between the rotation angle of the output shaft and the motion trace curve of the piston in the present invention;

FIG. 8 is a graph of the relationship between the crank angle and the piston motion profile of a conventional four-stroke engine;

FIG. 9 is a schematic view of another embodiment of the present invention as applied to a four-stroke engine;

FIG. 10 is a schematic view of an isolated perspective of the axially moving member of FIG. 9;

FIG. 11 is a schematic view showing the actual distribution of the driving grooves on the axially moving member of FIG. 9 on a plane after being spread along the circumferential surface;

FIG. 12 is a detailed mating block diagram of the rocker arm and end cam of the rocker arm drive mechanism of FIG. 9;

FIGS. 13 and 14 are respectively a mechanical model schematic diagram of a working stress state of a conventional crankshaft connecting rod transmission mechanism and a mechanical model schematic diagram of a working stress state of an axial rotation driving mechanism in the invention on the premise of a same displacement engine;

FIG. 15 is a graph comparing the driving force of the output end in the rotation direction with the change curve of the angle when the angles of the two mechanical models of FIG. 13 and FIG. 14 are the same (180 degrees) when the engine is in air intake or doing work;

FIG. 16 is a graph comparing the angular changes of the driving force of the output end in the rotation direction of the two mechanical models of FIGS. 13 and 14 when the angles of the intake or work of the engines are different (the conventional engine still has 180 degrees, but the engine is more than 180 degrees).

Wherein: 1. an engine case; 2. an engine case cover; 3. an engine cylinder head; 4. a piston; 5. an axial movement member; 6. a rotary motion member; 6a, a connecting seat; 6b, fork strips; 7. an output shaft; 8. a driving groove; 9. a rolling element; 10. a piston fixing rod; 11. a guide post; 12. a guide post bracket; 13. sliding the sliding sleeve; 14. a bearing; 15. a valve; 16. a rocker arm; 17. a cam shaft; 18. a timing gear; 19. a cam shaft gear; 20. an end cam; 21. cam grooves; 22. a ball; 23. a valve clearance adjustment screw; 24. a ball slider; 25. a valve spring; 26. rocker arm idler wheels; 801. a first trench curve; 802. a second trench curve; 901. a first rolling element initial position point; 902. and the second rolling element initial position point.

Detailed Description

Example 1: a specific embodiment of the present invention will be described in detail below with reference to fig. 1 to 8. The present invention provides an engine transmission which can be used on any type of cycle engine, such as a two-cycle engine or a four-cycle engine, and this embodiment will be described with reference to the case of application to a four-cycle engine.

As shown in fig. 1, the engine transmission device has an engine box 1, an engine box cover 2 and an engine cylinder head 3 which are the same as the conventional technology, wherein the engine box cover 2 is fixed at one end of the engine box 1, the engine cylinder head 3 is fixed on the engine box cover 2, a valve 15 and a rocker arm 16 for controlling the opening and closing of the valve 15 are arranged on the engine cylinder head 3, a piston 4 is arranged in the cylinder head 3, and the core improvement structure of the invention is characterized in that:

an axial rotation driving mechanism is specially designed, and the mechanism comprises the following components: has an axially movable member 5 connected to the piston 4 and a guide mechanism for limiting the linear movement of the axially movable member 5 in the direction of travel of the piston 4, and also has a axially movable member 6 to be limited in axial movement and an output shaft 7 integrally connected to the movable member 6, the output shaft 7 being rotatably fitted to the housing 1 and arranged coaxially with both the axially movable member 5 and the piston 4. As further shown in fig. 1 to 3, the axial moving member 5 is a cylindrical structure in this embodiment, and the rotary moving member 6 is also a cylindrical member and is sleeved outside the axial moving member 5. The axial moving member 5 is provided with two driving grooves 8 with closed loops inclined along the circumference, the rotary moving member 6 is provided with rolling bodies 9 matched with the driving grooves 8, and the linear reciprocating motion of the axial moving member 5 is converted into continuous rotary motion of the rotary moving member 6 through the contact between the side walls of the driving grooves 8 and the rolling bodies 9.

Meanwhile, as a driving mechanism for driving a rocker arm to act for a four-stroke engine, a tappet rod mechanism is adopted in the prior art, and the invention is specially designed by matching with an axial rotation driving mechanism, particularly, the rocker arm driving mechanism is provided with a cam shaft 17 which is arranged in parallel with an output rotating shaft 7, a timing gear 18 is fixed on the output rotating shaft 7, one end of the cam shaft 17 is fixed with a cam shaft gear 19 meshed with the timing gear 18, the other end of the cam shaft 17 is fixed with an end cam 20 acting on one end of a rocker arm 16, and the other end of the rocker arm 16 is propped against a valve 15 provided with a valve spring 25. As shown in fig. 4, the end cam 20 is provided with a cam groove 21 along a cam curve, a ball 22 is provided in the cam groove 21, one end of the rocker arm 16 acting on the end cam 20 is fixed with a valve clearance adjusting screw 23, the end of the valve clearance adjusting screw 23 is provided with a sliding groove, a ball sliding block 24 which is abutted against the ball 22 is embedded in the sliding groove, the ball sliding block 24 can freely slide in the sliding groove, and meanwhile, an anti-drop concave part for accommodating the ball 22 is provided on the ball sliding block 24.

Referring to fig. 1 to 3, in this embodiment, a piston fixing rod 10 is integrally disposed on the axial moving member 5, and the piston fixing rod 10 passes through the case cover 2 and is connected with the piston 4; the guide mechanism in this embodiment includes four guide posts 11 disposed in parallel along the running direction of the piston 4, and these guide posts 11 are disposed in central symmetry with respect to the circumferential center of the axially movable member 5. And one end of each guide post 11 is fixed with the box cover 2, the other end is fixed with a guide post bracket 12, two sliding guide sleeves 13 are sleeved on each guide post 11 in a matched manner, and the sliding guide sleeves 13 are uniformly arranged on the axial movement member 5. And the box body 1 and the guide pillar support 12 are respectively provided with a bearing 14 sleeved on the output rotating shaft 7, and the output rotating shaft 7 is respectively provided with shaft shoulder parts which are propped against the bearings 14 at the two sides so as to limit the axial movement of the rotary movement member 6.

In this embodiment, the rolling bodies 9 are rollers, and particularly, as shown in fig. 2, the pivot axis of the rollers is perpendicular to the bottom surface of the driving groove 8, so that the rolling surfaces of the rollers contact and roll with two side wall surfaces of the driving groove 8.

As shown in fig. 3, the portion of the axial moving member 5 not provided with the driving groove 8 in this embodiment is hollow for reducing weight.

In view of the balance and stability of the forces between the axial moving member 5 and the rotary moving member 6, the driving grooves 8 in this embodiment are the same two, and the driving grooves 8 are distributed at equal angular intervals (180 degrees) about the center of the circumference of the axial moving member 5, and the driving grooves 8 have two intersections. For the sake of clarity of illustration and disclosure of the shape of the driving grooves 8 and the positional relationship with the rolling elements 9, two driving grooves 8 are developed circumferentially to form a planar distribution diagram as shown in fig. 5. And the curve of one of the driving grooves 8 after being unfolded is named as a first groove curve 801, and the initial position point of the rolling element 9 is named as a first rolling element initial position point 901; and the other curve of the expanded driving groove 8 is named as a second groove curve 802, and the initial position point of the rolling element 9 is named as a second rolling element initial position point 902.

It is pointed out that in this embodiment the two drive grooves 8 and the rolling bodies 9 therein are displaced in the axial direction and are staggered, which is designed for its purpose. Since the initial positions of the rolling elements 9 in the driving grooves 8 must be identical in practice, it may occur that the rolling elements 9 in the driving grooves 8 pass through the intersection at the same time at a certain time, as shown in fig. 6, if the two driving grooves 8 are designed 180 degrees apart but have no displacement in the axial direction. At this time, the rolling elements 9 are separated from the driving grooves 8, so that the rotation movement member 6 is not stressed, and the driving is broken, but the influence is small, the running stability of the whole axial rotation driving mechanism is still caused, and in order to avoid the situation, the positions of the driving grooves 8 and the rolling elements 9 in the scheme adopt the optimized design as shown in fig. 5. In comparison with fig. 6, fig. 5 corresponds to a translation of the first groove curve 801 in fig. 6 downwards by a certain distance, the second groove curve 802 being unchanged, such that the first rolling element initial position point 901 and the second rolling element initial position point 902 are axially offset, i.e. such that the two driving grooves 8 are displaced in the axial direction of the axially moving member 5 and the two rolling elements 9 are axially offset, so that the simultaneous occurrence of all rolling elements 9 at the intersection point is avoided.

The present invention will be further described with reference to fig. 7 and 8, wherein fig. 7 is a graph of a relationship between a rotation angle of the output shaft 7 and a motion track curve of the piston 4, and the abscissa is a rotation angle of the output shaft corresponding to four stages of air intake, compression, power and exhaust of the four-stroke engine, and the curve is a motion track of the piston 4, and is correspondingly associated with a shape of the driving groove 8 on the surface of the axial motion member 5 in this case. Fig. 8 is a graph showing the relationship between the rotation angle of the crankshaft and the motion trace curve of the piston in the conventional four-stroke engine.

It is well known that the structure of a conventional four-stroke engine using a crankshaft-connecting rod transmission mechanism determines that the stroke crankshaft operating angle of four stages of intake, compression, power and exhaust are limited to 180 degrees, as shown in fig. 8. Therefore, the air inlet time and the working time of the piston 4 are fixed, but in the four working strokes of the four-stroke engine, the air cylinder with the same displacement can be analyzed, if more oil gas enters the cylinder body or the working time is lengthened, the engine power can be increased, in the existing crankshaft connecting rod engine, people can only enable more oil gas to enter the cylinder body as much as possible by opening and delaying to close the air inlet valve in advance, but the invention can increase the corresponding rotation angle (180 degrees) of the air inlet stage through the path design of the driving groove 8 on the axial movement member 5, as shown in fig. 7, the downward time of the piston 4 during air inlet is ensured to be prolonged on the premise of unchanged engine rotating speed, so that more oil gas enters the cylinder body, and the engine power is improved.

Meanwhile, for a four-stroke engine, in four working strokes of the piston 4, the working stroke of the piston 4 also hopes that more time is acted on the piston 4 by the force generated by deflagration so as to transmit more force to the output rotating shaft 7, and in the invention, the driving grooves 8 corresponding to the working stroke of the piston 5 and the driving grooves 8 corresponding to the air intake stroke are identical in section and mutually coincide, so that the rotation angle of the air intake stroke is increased (> 180 degrees) and the rotation angle of the working stroke is increased (> 180 degrees) as well, as shown in fig. 7, so that the combustion and explosion power is acted on the output rotating shaft 7 for more time, thereby improving the utilization rate of fuel and the operation efficiency of the engine and further improving the power generation efficiency. Therefore, the design of the invention not only improves the power of the engine with the same displacement, but also improves the efficiency of the engine by prolonging the path length of the driving groove 8 corresponding to the air inlet and working phases of the piston 4, and simultaneously, the speed of the optimal torque point of the engine is moved upwards, the optimal torque rotating speed of the engine is improved, and the engine power is further improved.

In the invention, the rolling bodies 9 are respectively contacted with the two side walls of the same section of driving groove 8 for rolling in the air inlet and working stages of the piston 4, so that the two side wall contour lines of the section of driving groove 8 are designed differently, and the initial inclination of the side wall contour line corresponding to the air inlet stage of the piston 4 is larger than that of the side wall contour line corresponding to the working stage of the piston 4, thereby accelerating the descending speed of the initial descending stage of the piston 4, as shown in figure 7 (in the same working angle, the inclination of the moving track of the initial piston 4 in the air inlet stage is larger than that in the working stage, which means the speed is accelerated), so that the negative pressure in the cylinder is increased more oil gas in the same descending time, and the engine power is further improved.

Example 2: referring to fig. 9 to 12, another embodiment of the present invention has the same overall structure as that of embodiment 1, but is different in that: on the one hand, the design of the axial moving member 5 in the axial driving rotation mechanism is changed, and the relationship of the two driving grooves 8 on the surface is changed from the circumferential direction interval of 180 degrees in the embodiment 1 and the crossed design is changed to the axial distribution along the axial moving member 5 without crossing, i.e. no crossing point exists between the two driving grooves 8, but the two driving grooves 8 are still spaced 180 degrees relative to the circumferential center of the axial moving member 5. Meanwhile, the number of the guide posts 11 is still four, and the guide posts are still arranged in a central symmetry manner about the circumferential center of the axial movement member 5, and the number of the sliding guide sleeves 13 in the corresponding axial movement member 5 is also four. The rolling elements 9 on the rotary motion member 6 are then redistributed to the two driving grooves 8 and must be in the same position within the two driving grooves 8. Similarly, the two driving grooves 8 are unfolded along the circumferential surface to form a planar distribution schematic diagram as shown in fig. 11, so that it can be clearly seen that the unfolded first groove curve 801 and the unfolded second groove curve 802 corresponding to the two driving grooves 8 respectively have no crossing point, and the initial position points 901 and 902 corresponding to the two rolling bodies 9 are at the same position in the corresponding groove curves, so that the design does not need to worry about the condition that the rolling bodies 9 pass through the crossing points at the same time.

On the other hand, the present embodiment also makes a small modification to the rocker arm driving mechanism, and the design of the cam groove 21, the ball 22 and the ball slider 24 in embodiment 1 is eliminated, specifically, as shown in fig. 12, in this embodiment, a rocker arm roller 26 contacting the surface of the face cam 20 is mounted on one end of the rocker arm 16 acting on the face cam 20, and a valve clearance adjusting screw 23 is fixed on the other end of the rocker arm 16, and is abutted against the valve 15 by the valve clearance adjusting screw 23.

The other assembly structures of this embodiment are the same as those of embodiment 1, and the working principle and implementation effect are also referred to embodiment 1.

The working conditions of the axial rotation driving mechanism and the conventional crankshaft connecting rod transmission mechanism in the invention are compared on the premise of the same displacement engine by combining with fig. 13-16.

Fig. 13 and 14 are respectively a mechanical model schematic diagram of a working stress state of a conventional crankshaft connecting rod transmission mechanism and a mechanical model schematic diagram of a working stress state of an axial rotation driving mechanism in the invention on the premise of a same displacement engine. P in fig. 13 and 14 represents the power output by the piston, and F represents the driving force in the rotation direction of the output ends of the two mechanical models. Where F in FIG. 13 is a component of P acting on the crankshaft, and F in FIG. 14 is the force of P acting on the output shaft after frictional loss and direction change.

And then, referring to FIG. 15, a graph comparing the change curves of the driving force of the rotation direction of the output end along with the angle is shown in FIG. 13 and FIG. 14 when the angles of the air intake or work of the engine are the same (both are 180 degrees); the abscissa T in the figure represents the angular variation of the intake or power stroke. The curve A represents the change curve of the driving force of the output end rotation direction of the mechanical model of the conventional crankshaft connecting rod transmission mechanism along with the angle, and the curve B represents the change curve of the driving force of the output end rotation direction of the mechanical model of the axial rotation driving mechanism along with the angle. The ordinate F represents the driving force of the output end of the two mechanical models in the rotating direction, wherein Fmax1 is the maximum value in the F changing process of the mechanical model of the conventional crankshaft connecting rod transmission mechanism, and Fmax2 is the maximum value in the F changing process of the mechanical model of the axial rotation driving mechanism. From the figure, it can be seen that F must be less than P for both mechanical models, and Fmax2> Fmax1. Meanwhile, the stability and the retentivity of F of a mechanical model of a conventional crankshaft connecting rod driving mechanism are not good enough under various angles. The graph area enclosed by the curve and the abscissa can be characterized as the acting area of the driving force in the rotation direction of the corresponding mechanical model (under the condition that the rotation radius is equal, the abscissa can also be expressed as the distance S of the driving force in the rotation direction), and as can be clearly seen from the graph, the total acting of the curve B is higher than that of the curve A in the same acting stroke.

FIG. 16 is a graph comparing the angular changes of the driving force of the output end in the rotation direction of the two mechanical models of FIGS. 13 and 14 when the angles of the intake or work of the engines are different (the conventional engine still has 180 degrees, but the engine is more than 180 degrees). As in fig. 15, the abscissa T of the drawing still represents the angular variation of the intake or power stroke. The curve A represents the change curve of the driving force of the output end rotation direction of the mechanical model of the conventional crankshaft connecting rod transmission mechanism along with the angle, and the curve B represents the change curve of the driving force of the output end rotation direction of the mechanical model of the axial rotation driving mechanism along with the angle. The ordinate F represents the driving force of the output end of the two mechanical models in the rotating direction, wherein Fmax1 is the maximum value in the F changing process of the mechanical model of the conventional crankshaft connecting rod transmission mechanism, and Fmax2 is the maximum value in the F changing process of the mechanical model of the axial rotation driving mechanism. From the figure, it can be seen that F must be less than P for both mechanical models, and Fmax2> Fmax1. Meanwhile, the stability and the retentivity of F of a mechanical model of a conventional crankshaft connecting rod driving mechanism are not good enough under various angles. The graph area enclosed by the curve and the abscissa can be characterized as the acting area of the driving force in the rotation direction of the corresponding mechanical model (under the condition that the rotation radius is equal, the abscissa can also be expressed as the distance S of the driving force in the rotation direction), and the graph shows that the total acting of the curve B is far higher than that of the curve A because the acting angle of the scheme is increased, the driving force acting on the output rotating shaft is longer, and the acting distance is longer.

In fact, the two curves a and B can be also regarded as energy conversion efficiency curves corresponding to respective mechanical models, and it is clear from the analysis shown in fig. 15 and fig. 16 that the energy conversion efficiency of the axial rotation driving mechanism in the present case is far higher than that of the conventional crankshaft connecting rod transmission mechanism, and the power and the efficiency of the corresponding engine are also higher.

The above embodiments are merely for illustrating the technical concept and features of the present invention, and are not intended to limit the scope of the present invention to those skilled in the art to understand the present invention and implement the same. All modifications made according to the spirit of the main technical proposal of the invention should be covered in the protection scope of the invention.

Claims

1. An engine transmission device comprises an engine box body (1), an engine box cover (2) fixed on the engine box body (1) and an engine cylinder head (3) fixed on the engine box cover (2), wherein a piston (4) is arranged in the engine cylinder head (3), and the engine transmission device is characterized by further comprising an axial rotation driving mechanism, the mechanism comprises an axial movement member (5) connected with the piston (4), a guide mechanism used for limiting the axial movement member (5) to do linear movement along the running direction of the piston (4), a rotation movement member (6) limited to do axial movement and an output rotating shaft (7) fixed or integrally connected with the rotation movement member (6), the output rotating shaft (7) is rotatably assembled on the engine box body (1) and is coaxial with or parallel to the piston (4), the axial movement member (5) is of a cylindrical structure, the rotation movement member (6) is sleeved outside the axial movement member (5) or stretches into the axial movement member (5), at least one inclined closed-loop driving groove (8) is formed on the axial movement member (5) along the circumference, the rotation movement member (6) is provided with a rolling groove (9) matched with the driving groove (9), the linear reciprocating motion of the axial motion member (5) is converted into continuous rotary motion of the rotary motion member (6) by the contact of the side wall of the driving groove (8) with the rolling bodies (9).

2. An engine transmission according to claim 1, characterized in that the drive grooves (8) are identical in number and the drive grooves (8) are arranged in the axial direction of the axially moving member (5) without intersecting, the drive grooves (8) being spaced at any angle relative to the circumferential center of the axially moving member (5); or more than two driving grooves (8) are identical, and the driving grooves (8) are arranged at intervals and at angles relative to the center of the circumference on the circumference of the axial movement component (5) and are crossed, and are not staggered in the axial direction; or the driving grooves (8) are more than two identical, and the driving grooves (8) are arranged at intervals and are crossed at an angle relative to the circumference center on the circumference of the axial movement component (5) and are staggered in the axial direction.

3. An engine transmission according to claim 1, characterized in that when the engine is a four-stroke engine, the rotation angle of the rotary motion member (6) corresponding to each stroke of the piston (4) in the intake and working phases is greater than 180 degrees, so as to increase the intake and working time of the piston (4).

4. An engine transmission according to claim 3, wherein the rolling elements are in contact with and roll with the two side walls of the same section of driving groove (8) during the intake and working phases of the piston (4), respectively, the side wall contour lines of the section of driving groove (8) are different in shape, and the initial inclination of the side wall contour line corresponding to the intake phase of the piston (4) is larger than the initial inclination of the side wall contour line corresponding to the working phase of the piston (4), so as to accelerate the descending speed of the piston (4) in the descending initial stage, and enable the negative pressure in the cylinder to be increased more rapidly in the same descending time to enter more oil gas.

5. An engine transmission according to claim 1 or 2 or 3 or 4, characterized in that the rolling bodies (9) are spherical rolling bodies mounted on the rotary motion member (6) by means of a universal joint.

6. An engine transmission according to claim 1 or 2 or 3 or 4, characterized in that the rolling bodies (9) are rollers, the rolling surfaces of which roll in contact with the two side walls of the drive channel (8).

7. An engine transmission according to claim 1, characterized in that the axially moving member (5) is integrally provided with a piston rod (10), the piston rod (10) being connected to the piston (4) through the engine case cover (2), the output shaft (7), the axially moving member (5) and the piston (4) being arranged coaxially; the guide mechanism comprises a plurality of guide posts (11) which are arranged in parallel along the running direction of the piston (4), one end of each guide post (11) is fixed with the engine case cover (2), the other end of each guide post is fixed with a guide post bracket (12), sliding guide sleeves (13) are sleeved on each guide post (11) in a matched mode, and the sliding guide sleeves (13) are fixed or integrally arranged on the axial movement component (5); and the engine box body (1) and the guide pillar support (12) are respectively provided with a bearing (14) sleeved on the output rotating shaft (7), the output rotating shaft (7) is respectively provided with shaft shoulder parts which are propped against the bearings (14) at two sides so as to limit the axial movement of the rotary movement component (6), or the engine box body (1) is internally provided with a limiting support which is propped against the rotary movement component (6) from two ends so as to limit the axial movement of the rotary movement component (6).

8. An engine transmission according to claim 1, 2 or 7, characterized in that the part of the axially movable member (5) not provided with the driving groove (8) is hollow for weight saving.

9. An engine transmission according to claim 1, 2 or 7, characterized in that the rotary motion member (6) is a cylindrical member, or a fork-like member, the fork-like member comprises a connecting seat for fixing or integrally connecting with the output shaft (7), the connecting seat is provided with fork bars extending in the direction of motion of the piston (4), the rolling bodies (9) are mounted on the fork bars, and when the number of fork bars is two or more, the fork bars are distributed in central symmetry with respect to the rotation axis of the rotary motion member (6).

10. An engine transmission according to claim 7, characterized in that the guide posts (11) are arranged centrally symmetrically with respect to the circumferential centre of the axially moving member (5).