CN110821669A - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
CN110821669A
CN110821669A CN201810902390.XA CN201810902390A CN110821669A CN 110821669 A CN110821669 A CN 110821669A CN 201810902390 A CN201810902390 A CN 201810902390A CN 110821669 A CN110821669 A CN 110821669A
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CN
China
Prior art keywords
cylinder
transmission
gear
connecting shaft
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201810902390.XA
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Chinese (zh)
Inventor
周玉德
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Individual
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Individual
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Publication date
Application filed by Individual filed Critical Individual
Priority to CN201810902390.XA priority Critical patent/CN110821669A/en
Priority to PCT/CN2019/098093 priority patent/WO2020029822A1/en
Publication of CN110821669A publication Critical patent/CN110821669A/en
Pending legal-status Critical Current

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • 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
    • 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
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • 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
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Gear Transmission (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses an internal combustion engine, which comprises a first cylinder, a second cylinder, a third cylinder and a fourth cylinder, wherein the first cylinder is connected with the second cylinder; the first connecting shaft is connected with piston rods of the first air cylinder and the second air cylinder, and the second connecting shaft is connected with piston rods of the third air cylinder and the fourth air cylinder; the first transmission shaft and the second transmission shaft are opposite in rotation direction and axially distributed along the first connecting shaft; the first connecting shaft and the second connecting shaft are respectively provided with a first transmission gear and a second transmission gear which are distributed along the axial direction of the first connecting shaft and the second connecting shaft, the first transmission shaft is provided with a first special-shaped gear and a second special-shaped gear, and the second transmission shaft is provided with a third special-shaped gear and a fourth special-shaped gear; the first special-shaped gear and the third special-shaped gear are alternately meshed with the first transmission gear, and the second special-shaped gear and the fourth special-shaped gear are alternately meshed with the second transmission gear; and when the first special-shaped gear is meshed with the first transmission gear, the fourth special-shaped gear is meshed with the second transmission gear. The internal combustion engine reduces energy loss and improves heat efficiency.

Description

Internal combustion engine
Technical Field
The invention relates to the technical field of engines, in particular to an internal combustion engine.
Background
Since the advent of internal combustion engines, there has been a great energy loss, resulting in thermal efficiencies that have not been satisfactory. For example, flywheel rotation in an internal combustion engine having a flywheel dissipates kinetic energy; in the internal combustion engine with the crankshaft, the crankshaft rotates to consume kinetic energy, fuel instantaneously explodes when the piston is at a top dead center and pushes the connecting rod to descend, and the connecting rod resists the crankshaft and consumes the kinetic energy when impacting the crankshaft. At present, the thermal efficiency of a common diesel engine is about 46 percent, the thermal efficiency of a gasoline engine is about 35 percent, and a large amount of fuel oil resources are wasted due to low thermal efficiency.
In summary, those skilled in the art need to solve the above problems how to provide an internal combustion engine to reduce energy loss and improve thermal efficiency.
Disclosure of Invention
The invention aims to provide an internal combustion engine to reduce energy loss and improve heat efficiency.
In order to achieve the above purpose, the invention provides the following technical scheme:
an internal combustion engine, comprising:
the device comprises a first cylinder, a second cylinder, a third cylinder and a fourth cylinder, wherein the first cylinder and the second cylinder are oppositely arranged, and the third cylinder and the fourth cylinder are oppositely arranged;
the first connecting shaft is connected with piston rods of the first air cylinder and the second air cylinder, and the second connecting shaft is connected with piston rods of the third air cylinder and the fourth air cylinder;
the first transmission shaft and the second transmission shaft are connected through the first transmission mechanism and have opposite rotation directions;
wherein the first transmission shaft and the second transmission shaft are distributed along the axial direction of the first connecting shaft;
the first connecting shaft is provided with first transmission teeth distributed along the axial direction of the first connecting shaft, the second connecting shaft is provided with second transmission teeth distributed along the axial direction of the second connecting shaft, the first transmission shaft is provided with a first special-shaped gear capable of being meshed with the first transmission teeth and a second special-shaped gear capable of being meshed with the second transmission teeth, and the second transmission shaft is provided with a third special-shaped gear capable of being meshed with the first transmission teeth and a fourth special-shaped gear capable of being meshed with the second transmission teeth;
the first special-shaped gear and the third special-shaped gear are alternately meshed with the first transmission gear, and the second special-shaped gear and the fourth special-shaped gear are alternately meshed with the second transmission gear; and when the first shaped gear is meshed with the first transmission gear, the fourth shaped gear is meshed with the second transmission gear.
Preferably, the internal combustion engine further comprises: connect first connecting axle with but second connecting axle and wobbling lever, the swing strong point of lever is located first connecting axle with between the second connecting axle, first transmission shaft with the second transmission shaft is located respectively the both sides of lever.
Preferably, the first connecting shaft is provided with a first oil duct, the second connecting shaft is provided with a second oil duct, a third oil duct is arranged in the lever, two ends of the third oil duct are respectively communicated with the first oil duct and the second oil duct, the first oil duct is communicated with the oil delivery structures of the first cylinder and the second cylinder, and the second oil duct is communicated with the oil delivery structures of the third cylinder and the fourth cylinder.
Preferably, the first special-shaped gear, the second special-shaped gear, the third special-shaped gear and the fourth special-shaped gear are all provided with a buffer structure,
the first connecting shaft and the second connecting shaft are respectively provided with a supporting piece which can be matched with the buffer structure to play a buffer role, and the supporting pieces correspond to the buffer structures one to one;
wherein the support is located between the first drive shaft and the second drive shaft.
Preferably, the supports and the first transmission teeth on the first connecting shaft are distributed radially of the first connecting shaft; the supporting piece and the second transmission gear on the second connecting shaft are distributed along the radial direction of the second connecting shaft.
Preferably, the buffer structure is a groove, and the support member is a support plate.
Preferably, the number of the first transmission shafts is two, and the two first transmission shafts are respectively located at two sides of the first connecting shaft; the number of the second transmission shafts is two, and the two second transmission shafts are respectively positioned on two sides of the first connecting shaft;
the two first transmission shafts are connected through a second transmission mechanism so that the two first transmission shafts synchronously rotate and the rotation directions are opposite;
the two second transmission shafts are connected through a third transmission mechanism so that the two second transmission shafts synchronously rotate and the rotation directions are opposite.
Preferably, the first and second contour gears, the third contour gear, and the fourth contour gear each include: two gear parts which are symmetrically arranged around the rotating axis, wherein the gear parts are in a fan shape, and the central angle corresponding to the fan shape is 90 degrees.
Preferably, the first transmission teeth comprise two first transmission tooth segments corresponding to the first profile gear and the third profile gear, respectively, and the second transmission teeth comprise two second transmission tooth segments corresponding to the second profile gear and the fourth profile gear, respectively.
Preferably, the internal combustion engine further comprises: a first push rod, a second push rod, a third push rod and a fourth push rod;
one first transmission shaft is provided with a first pushing part and a second pushing part, and one second transmission shaft is provided with a third pushing part and a fourth pushing part;
the first pushing portion is capable of cooperating with the first push rod to open and close a valve of the first cylinder; the second pushing portion is matched with the second push rod to open and close a valve of the third cylinder; the third pushing portion cooperates with the third push rod to open and close a valve of the second cylinder; the fourth pushing portion cooperates with the fourth push rod to open and close a valve of the fourth cylinder.
The working principle of the internal combustion engine provided by the invention is as follows:
the second transmission shaft is driven to rotate, the first transmission shaft rotates in the reverse direction under the action of the first transmission mechanism, the third differential gear is meshed with the first transmission gear along with the rotation of the second transmission shaft, the second differential gear is meshed with the second transmission gear, so that the piston of the second cylinder moves towards a bottom dead center, and correspondingly, the piston of the first cylinder moves towards the top dead center, namely the second cylinder works, the first cylinder compresses air, the third cylinder inhales air, and the fourth cylinder exhausts air; along with the rotation of the second transmission shaft, the third differential gear is separated from the first transmission gear, meanwhile, the first special-shaped gear is meshed with the first transmission gear, the fourth special-shaped gear is meshed with the second transmission gear, so that the piston of the first cylinder moves towards a bottom dead center, correspondingly, the piston of the second cylinder moves towards the top dead center, the first cylinder does work, the second cylinder exhausts air, the third cylinder compresses air, and the fourth cylinder inhales air. In the same way, the working of the third cylinder can be realized, the fourth cylinder compresses air, the second cylinder inhales air, and the first cylinder exhausts air; and the fourth cylinder does work, the third cylinder exhausts air, the second cylinder compresses air, and the first cylinder inhales air.
In the internal combustion engine provided by the invention, the kinetic energy of the first cylinder, the second cylinder, the third cylinder and the fourth cylinder is directly output without adopting a crankshaft and a flywheel, so that the energy loss is effectively reduced and the thermal efficiency is improved compared with the internal combustion engine adopting the crankshaft and the flywheel in the prior art.
Meanwhile, in the internal combustion engine provided by the invention, the four cylinders work in turn, power can be continuously and uniformly output outwards, and the working performance is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic structural diagram of an internal combustion engine according to an embodiment of the present invention;
fig. 2 is a schematic distribution diagram of a first transmission shaft and a second transmission shaft in an internal combustion engine according to an embodiment of the present invention;
FIG. 3 is an assembly view of the two first drive shafts and the two second drive shafts of FIG. 2;
FIG. 4 is an assembly view of a first drive shaft and a second drive shaft of an internal combustion engine provided in accordance with an embodiment of the present invention;
FIG. 5 is a schematic diagram of a first shaped gear on a first drive shaft of an internal combustion engine according to an embodiment of the present invention;
FIG. 6 is a schematic view of the first contour gear of FIG. 5;
FIG. 7 is a schematic diagram of another configuration of a first shaped gear on a first driveshaft in an internal combustion engine in accordance with an embodiment of the present invention;
FIG. 8 is a schematic view of the first contour gear of FIG. 7;
FIG. 9 is a top view of a first connecting shaft in an internal combustion engine provided in accordance with an embodiment of the present invention;
FIG. 10 is a front view of a first connecting shaft in an internal combustion engine provided in accordance with an embodiment of the present invention;
FIG. 11 is a schematic diagram illustrating operation of a second cylinder of an internal combustion engine in accordance with an embodiment of the present invention;
FIG. 12 is a schematic diagram illustrating a first cylinder performing work in an internal combustion engine in accordance with an embodiment of the present invention;
FIG. 13 is a schematic diagram illustrating a piston of a first cylinder of an internal combustion engine reaching bottom dead center according to an embodiment of the present invention;
FIG. 14 is a diagram illustrating a state of the support member and the cushion structure of the internal combustion engine according to the embodiment of the present invention;
FIG. 15 is another state view of the support member engaged with the cushion structure in the internal combustion engine according to the embodiment of the present invention;
FIG. 16 is a schematic illustration of a lever in an internal combustion engine provided in accordance with an embodiment of the present invention;
FIG. 17 is a schematic illustration of a first oil gallery in an internal combustion engine provided in accordance with an embodiment of the present invention;
FIG. 18 is a schematic illustration of a second oil gallery in an internal combustion engine provided in accordance with an embodiment of the present invention;
FIG. 19 is a schematic structural diagram of an internal combustion engine according to an embodiment of the present invention in a first state;
fig. 20 is a schematic structural view of an internal combustion engine according to an embodiment of the present invention in another state;
fig. 21 is a schematic structural view of an internal combustion engine according to an embodiment of the present invention in another state;
fig. 22 is a schematic structural diagram of a first transmission shaft and a second transmission shaft in an internal combustion engine according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1 to 22, an internal combustion engine provided by an embodiment of the present invention includes: the air cylinder comprises a first air cylinder A, a second air cylinder B, a third air cylinder C, a fourth air cylinder D, a cylinder cover and a cylinder cover, wherein the first air cylinder A and the second air cylinder B are oppositely arranged, and the third air cylinder C and the fourth air cylinder D are oppositely arranged; first connecting shafts M arranged side by side1And a second connecting shaft M2First connecting shaft M1A piston rod for connecting the first cylinder A and the second cylinder B, and a second connecting shaft M2A piston rod connecting the third cylinder C and the fourth cylinder D; a first transmission shaft E connected through a first transmission mechanism and having opposite rotation directions1And a second drive shaft E2。
The first transmission shaft E1And a second drive shaft E2Along the first connecting axis M1Is axially distributed.
First connecting shaft M1Provided with first transmission teeth a distributed along the axial direction thereof11(ii) a Second connecting shaft M2Second transmission teeth distributed along the axial direction of the transmission gear are arranged.
First transmission shaft E1Is provided with a first transmission gear a11First shaped gear a in mesh1And a second shaped gear capable of meshing with the second transmission gear, a second transmission shaft E2Is provided with a first transmission gear a11Third differential gear a in mesh2And a fourth shaped gear capable of meshing with the second drive teeth;
first shaped gear a1And a third differential gear a2Alternate with the first drive tooth a11The second special-shaped gear and the fourth special-shaped gear are meshed with the second transmission gear alternately; and when the first special-shaped gear a1With the first transmission gear a11When meshing, the fourth special-shaped gear is meshed with the second transmission gear.
It will be appreciated that when the first shaped gear a is engaged1With the first transmission gear a11When engaged, due to the first transmission tooth a11Along the first connecting axis M1Is axially distributed, then the first special-shaped gear a1Drives the first connecting shaft M1Moving along the axial direction thereof; in the same way, the second special-shaped gear can drive the second connecting shaft M2Moving in its axial direction, a third differential gear a2Can drive the first connecting shaft M1Moves along the axial direction thereof, and the fourth special-shaped gear can drive the second connecting shaft M2Moving in its axial direction.
For convenience of description, the first shaped gear a1A second special-shaped gear and a third special-shaped gear a2And a fourth shaped gear, the first transmission tooth a11And the first cylinder A, the second cylinder B, the third cylinder C and the fourth cylinder D are collectively called as cylinders.
The special-shaped gear is provided with a tooth section which is continuously meshed with the transmission gear, and the length of the tooth section is the stroke of the piston corresponding to the tooth section. For example, the first shaped gear a1The length of the tooth segment of (a) is the piston stroke of the first cylinder (a).
The working principle of the internal combustion engine provided by the embodiment of the invention is as follows:
drive the second transmission shaft E2Rotate, under the action of the first transmission mechanism, the first transmission shaft E1Rotate in the opposite direction, following the second drive shaft E2Rotary, third differential gear a2With the first transmission gear a11The second special-shaped gear is meshed with the second transmission gear, so that the piston of the second cylinder B moves towards a bottom dead center, and correspondingly, the piston of the first cylinder A moves towards the top dead center, so that the second cylinder B does work, the first cylinder A compresses air, the third cylinder C inhales air, and the fourth cylinder D exhausts air; along with the second transmission shaft E2Rotation, third differenceGear a2With the first transmission gear a11Separate, while the first shaped gear a1With the first transmission gear a11Meshing, fourth dysmorphism gear and second driving tooth meshing for first cylinder A's piston bottom dead center motion, it is corresponding, second cylinder B's piston top dead center motion has realized first cylinder A doing work promptly, and second cylinder B exhausts, and third cylinder C compressed air, and fourth cylinder D inhales. Similarly, the third cylinder C can also work, the fourth cylinder D compresses air, the second cylinder B sucks air, and the first cylinder A exhausts air; and the fourth cylinder D does work, the third cylinder C exhausts air, the second cylinder B compresses air, and the first cylinder A inhales air.
In the internal combustion engine provided by the embodiment of the invention, the kinetic energy of the first cylinder A, the second cylinder B, the third cylinder C and the fourth cylinder D is directly output without adopting a crankshaft and a flywheel, so that the energy loss is effectively reduced and the thermal efficiency is improved compared with the internal combustion engine adopting the crankshaft and the flywheel in the prior art.
The thermal efficiency of the internal combustion engine provided by the embodiment of the invention can reach 80 percent
Meanwhile, in the internal combustion engine provided by the embodiment of the invention, the four cylinders work in turn, power can be continuously and uniformly output outwards, and the working performance is improved.
Preferably, the first shaped gear a1A second special-shaped gear and a third special-shaped gear a2And the type and the size of the fourth special-shaped gear are the same, so that the stroke of the piston of each cylinder is ensured to be the same.
In order to facilitate the realization of the same piston stroke for each cylinder, the first transmission shaft E is provided1And a second drive shaft E2And (4) synchronously rotating. It will be appreciated that the first drive shaft E1And a second drive shaft E2Has the same rotating speed, and the first transmission shaft E1And a second drive shaft E2And simultaneously rotating and stopping rotating.
In order to simplify the structure, it is preferable that the first transmission mechanism is a gear mechanism, and specifically, the first transmission mechanism includes: meshed first gear F1And a second gear F2First gearF1Is arranged on the first transmission shaft E1Second gear F2Is arranged on the second transmission shaft E2First gear F1And a second gear F2Equal in size and same in type.
First gear F1And a first transmission shaft E1In one-piece or split configuration, the second gear F2And a second transmission shaft E2The structure is an integrated structure or a split structure.
Of course, the first transmission mechanism may be other mechanisms, such as a belt mechanism, or other types of gear mechanisms, and is not limited to the above embodiment.
In the above internal combustion engine, the first connecting shaft M1And a second connecting shaft M2One moves while the other moves in the opposite direction. In order to ensure stability and reliability, the internal combustion engine further includes: connecting the first connecting shaft M1And a second connecting shaft M2And a swingable lever H, a swing supporting point of which is located at the first connecting shaft M1And a second connecting shaft M2First transmission shaft E1And a second drive shaft E2Respectively located on both sides of the lever H.
It can be understood that one end of the lever H is connected to the first connecting shaft M1Rotatably connected, the other end of the lever H is connected with a second connecting shaft M2Rotatably connected, the lever H is rotatable about the swing support point. When the piston of any one of the cylinders reaches the top dead center and the bottom dead center, the lever H swings as shown in fig. 20 and 21. When the pistons of the first cylinder A, the second cylinder B, the third cylinder C and the fourth cylinder D are at the middle positions of the top dead center and the bottom dead center at the same time, the lever H is perpendicular to the first connecting shaft M1And a second connecting shaft M2As shown in fig. 19.
The internal combustion engine ensures the first connecting shaft M with the aid of the lever H1And a second connecting shaft M2The stability and reliability of the whole internal combustion engine are improved.
To facilitate the mounting of the lever H, the first connecting shaft M1And a second connecting shaft M2Are provided with a snap groove K for mounting the lever H as shown in fig. 17 and 18.
In order to ensure lubrication of the pistons and uniform distribution of the lubricating oil, the first connecting shaft M is shown in fig. 16 to 181Is provided with a first oil duct Y1Second connecting shaft M2Is provided with a second oil duct Y2The inside of the lever H is provided with a third oil duct Y3And the third oil duct Y3Are respectively connected with the first oil duct Y1And a second oil passage Y2Connected via a first oil channel Y1A second oil passage Y communicated with the oil delivery structures of the first cylinder A and the second cylinder B2And the oil delivery structures of the third cylinder C and the fourth cylinder D are communicated.
It is understood that the third oil passage Y3Has a supply port for the lubricant to enter. Specifically, the lever H is supported by a fixed column G, which forms a swing supporting point of the lever H. The lubricating oil pumped by the oil pump is conveyed into the fixing column G of the mounting lever through the oil pipe and then enters the third oil duct Y from the oil hole of the fixing column G3Then passes through the first oil duct Y1And a second oil duct Y2The oil is conveyed to an oil conveying structure of the cylinder and finally reaches the piston.
Specifically, the third oil passage Y3With two oil outlets O12First connecting shaft M1And a second connecting shaft M2Are all provided with an oil inlet O11Oil outlet O12With the oil inlet O11One-to-one correspondence and always keep communication. The oil inlet sets up in draw-in groove K. For convenience of processing, the first oil duct Y is1And a second oil duct Y2And a third oil passage Y3Is formed by an oil transportation pipe. Of course, the inner cavity may be formed by other parts, and is not limited thereto.
In order to further optimize the above technical solution, as shown in fig. 5-15, the first shaped gear a is arranged on the first shaped gear a1A second special-shaped gear and a third special-shaped gear a2And the fourth special-shaped gear is provided with a buffer structure a10First connecting shaft M1And a second connecting shaft M2All are provided with a buffer structure a10A supporting part b which is matched with the buffer structure a to play a buffer role, a supporting part b and a buffer structure a10One to oneThe preparation method comprises the following steps of; wherein the support member b is positioned on the first transmission shaft E1And a second drive shaft E2In the meantime.
It will be appreciated that when the shaped gear is just in contact with (or separated from) the gear teeth, the support member b begins to contact the buffer structure a10Contacting and fitting; when the special-shaped gear is just meshed with (or completely separated from) the transmission gear, the supporting piece b and the buffer structure a10The supporting piece b and the buffer structure a are completely matched, and at the moment, the special-shaped gear continues to rotate10Gradually separating as shown in fig. 11-15. In fig. 11 to 15, the curved line with an arrow indicates the rotation direction of the shaped gear corresponding thereto, and the straight line with an arrow indicates the first connecting shaft M1The direction of movement of (a).
The internal combustion engine is provided with a support piece b and a buffering structure a10The special-shaped gear is buffered by the cooperation of the two gears, the special-shaped gear is enabled to be in soft landing, and the damage to the special-shaped gear and the tooth part of the transmission gear is avoided.
To facilitate the buffer structure a10The first connecting shaft M is matched with the supporting piece b1Upper support b and first transmission tooth a11Along the first connecting axis M1The radial distribution of (a); second connecting shaft M2Upper support member b and second gear along second connecting shaft M2As shown in fig. 9.
It will be appreciated that the first connecting shaft M1Upper support b and first transmission tooth a11At different axial positions of the second connecting shaft M2The upper support b and the second gearing tooth are in different axial positions.
The above-mentioned buffer structure a10Position on each shaped gear, and the above-mentioned buffer structure a10The size and shape of the supporting member b, and the size and shape of the supporting member b are selected according to actual needs.
Preferably, the buffer structure a10Is a groove, and the support member b is a support plate. Of course, the above-mentioned buffer structure a can be selected10And the support b are other structures, not limited thereto.
As shown in fig. 2 to 4, the first transmission shaft E1Is two and is divided intoIs respectively arranged on the first connecting shaft M1Both sides of (a); second drive shaft E2Two are respectively positioned on the first connecting shaft M1On both sides of the base.
Two first transmission shafts E1Connected by a second transmission mechanism to enable two first transmission shafts E1Synchronously rotate and the rotating directions are opposite; two second transmission shafts E2Connected by a third transmission mechanism to enable two second transmission shafts E2Rotate synchronously and rotate in opposite directions.
It will be appreciated that the first connecting shaft M is shown in FIG. 101First transmission tooth a on11Two, to ensure another first transmission shaft E1First shaped gear a on1Corresponds to and is connected with another second transmission shaft E2Third differential gear a of2Corresponding; second connecting shaft M2Two second transmission gears are arranged on the first transmission shaft E to ensure the first transmission shaft E to be connected with the other first transmission shaft E1Corresponds to the second special-shaped gear on the other second transmission shaft E2The fourth shaped gear on corresponds.
The internal combustion engine is characterized in that a first transmission shaft E is additionally arranged1And a second drive shaft E2More balanced and even to the first connecting shaft M1And a second connecting shaft M2Exerting an acting force to increase the first connecting shaft M1And a second connecting shaft M2Stability and reliability of the movement.
Preferably, two first transmission shafts E1Along the first connecting axis M1Of two secondary drive shafts E2Along the first connecting axis M1Is radially distributed.
The second transmission mechanism is a gear mechanism, and specifically, the second transmission mechanism includes: third gear X in mesh1And a fourth gear X2Third gear X1Is arranged on a first transmission shaft E1Fourth gear X2Is arranged on the other first transmission shaft E1Third gear X1And a fourth gear X2Equal in size and same in type.
The third gear X1And a first transmission shaft E1The fourth gear and the first transmission shaft E are of an integrated structure or a split structure1The structure is an integrated structure or a split structure.
The third transmission mechanism is a gear mechanism, and specifically, the third transmission mechanism includes: fifth gear L in mesh1And a sixth gear L2Fifth gear L1Is arranged on a second transmission shaft E2Sixth gear L2Is arranged on the other second transmission shaft E2Fifth gear L1And a sixth gear L2Equal in size and same in type.
Fifth gear L1And a second transmission shaft E2A sixth gear L of an integrated or split structure2And a second transmission shaft E2The structure is an integrated structure or a split structure.
In order to facilitate the four-stroke, the first special-shaped gear a1And a second special-shaped gear and a third special-shaped gear a2And the fourth shaped gear each includes: two gear parts are symmetrically arranged around the rotating axis, the gear parts are in fan shapes, and the central angles corresponding to the fan shapes are 90 degrees.
It is understood that the teeth of the gear portion are provided along the circumferential edge thereof. The arc length of the gear portion is the length of the teeth and is also the stroke of the piston of the cylinder. The special-shaped gear rotates 360 degrees, and the piston of one cylinder completes four strokes.
For the sake of simplifying the structure, the first connecting shaft M is raised1And a second connecting shaft M2Strength of the first transmission tooth a as shown in FIG. 911Comprises two first transmission gear segments which are respectively connected with a first special-shaped gear a1And a third differential gear a2Correspondingly, the second transmission gear comprises two second transmission gear segments, which correspond to the second profile gear and the fourth profile gear, respectively.
First connecting shaft M in FIG. 91Rotate 180 degrees, namely the second connecting shaft M2Schematic structural diagram of (1).
As shown in fig. 22, the internal combustion engine further includes: first exhaust push rod Z11First air intake push rod Z12Second exhaust push rod Z21Second air intake push rod Z22Third exhaust push rod Z31Third air intake push rod Z32Fourth exhaust push rod Z41And a fourth suction push rod Z42(ii) a A first transmission shaft E1Is provided with a first exhaust pushing part T11First air-intake pushing part T12And a second exhaust pushing part T21And a second air suction pushing part T22A second transmission shaft E2Is provided with a third exhaust pushing part T31And the third air suction pushing part T32And a fourth exhaust pushing part T41And a fourth air suction pushing part T42。
At the first transmission shaft E1In the rotating process, the first exhaust pushing part T11Can be connected with the first exhaust push rod Z11An exhaust valve and a first air suction propelling part T which are matched to open and close the first cylinder A12With a first air-suction push rod Z12An intake valve and a second exhaust pushing part T which are matched to open and close the first cylinder A21Can be connected with the second exhaust push rod Z21Exhaust valve and second suction pushing part T matched with each other to open and close third cylinder C22Can be connected with a second air suction push rod Z22Cooperate to open and close the intake valves of the third cylinder C.
On the second transmission shaft E2During the rotation, the third exhaust pushing part T31Can be connected with the third exhaust push rod Z31An exhaust valve and a third intake air pushing part T which are matched to open and close the second cylinder B32Can be engaged with a third suction ram Z32Intake valve, fourth exhaust gas push portion T cooperating to open and close the second cylinder B41Can be connected with a fourth exhaust push rod Z41Exhaust valve and fourth intake push portion T for opening and closing fourth cylinder D42Can be connected with a fourth air suction push rod Z42Cooperate to open and close the intake valve of the fourth cylinder D.
It can be understood that the first exhaust gas thrust portion T11And a first air-intake pushing part T12At the first transmission shaft E1In different positions, i.e. both on the first drive axis E1Different circumferential positions and axial positions onThe arrangement is different. Second exhaust pushing part T21And a second air suction pushing part T22At the first transmission shaft E1In different axial positions, i.e. both on the first drive shaft E1Different circumferential and different axial positions. Third exhaust pushing part T31And a third air suction pushing part T32On the second transmission shaft E2In different positions, i.e. on the second drive shaft E2Different circumferential and different axial positions. Fourth exhaust pushing part T41And a fourth air suction pushing part T42On the second transmission shaft E2Are different in axial position, i.e. both on the second drive shaft E2Different circumferential and different axial positions.
Specifically, the first exhaust gas thrust portion T11And a first air-intake pushing part T12Along a first drive axis E1By 90 deg.. When the first transmission shaft E1When the rotation angle of (2) is zero degree, the first exhaust gas pushing part T11With a first exhaust push rod Z11An exhaust valve cooperating to open the first cylinder A, the first cylinder A exhausting; when the first transmission shaft E1When the rotating part rotates to 90 degrees, the first air suction pushing part T12With a first air-suction push rod Z12The air suction door is matched with the first air cylinder A to open, and the first air cylinder A sucks air; when the first transmission shaft E1When the rotating part rotates to 180 degrees, the first exhaust pushing part T11With a first exhaust push rod Z11An exhaust valve and a first air suction propelling part T which are matched to close the first cylinder A12With a first air-suction push rod Z12An intake valve cooperating to close the first cylinder a, the first cylinder a compressing air; when the first transmission shaft E1When the exhaust pipe rotates to 270 degrees, the first exhaust pushing part T11With a first exhaust push rod Z11An exhaust valve and a first air suction propelling part T which are matched to close the first cylinder A12With a first air-suction push rod Z12The first air cylinder A works in cooperation with a suction valve for closing the first air cylinder; when the first transmission shaft E1When rotated to 360 deg., a complete four-stroke cycle is completed.
For convenience of description, the first exhaust gas thrust portion T will be described11First air-intake pushing part T12The first stepTwo exhaust pushing parts T21The second air suction pushing part T22And a third exhaust pushing part T31And the third air suction pushing part T32And a fourth exhaust pushing part T41And a fourth air suction pushing part T42Collectively referred to as the push portion, the first exhaust push rod Z11First air suction push rod Z12A second exhaust push rod Z21The second air suction push rod Z22And a third exhaust push rod Z31And the third air suction push rod Z32And the fourth exhaust push rod Z41And a fourth air intake push rod Z42Collectively referred to as pushrods.
It should be noted that, when the first transmission shaft E is used1Two, the first exhaust gas pushing part T11First air-intake pushing part T12And a second exhaust pushing part T21And a second air suction pushing part T22Arranged on only one first transmission shaft E1The above step (1); when the second transmission shaft E2Two, the third exhaust pushing part T31And the third air suction pushing part T32And a fourth exhaust pushing part T41And a fourth air suction pushing part T42Arranged on only one secondary drive shaft E2The above. First transmission shaft E with pushing part1And a second drive shaft E2At the first connecting shaft M1On the same side. Further, as shown in fig. 2 and 3, a first transmission shaft E provided with a pushing portion1And a second drive shaft E2At the first connecting shaft M1To the underside of (a).
First transmission shaft E1Each time the corresponding push part rotates for one circle, the corresponding push rod is pushed by the corresponding push part, and the valve of the corresponding air cylinder is opened and closed once by the push rod through the rocker arm; second drive shaft E2And each time the corresponding push part rotates for one circle, the corresponding push rod is pushed by the corresponding push part, and the valve of the corresponding cylinder is opened and closed once by the push rod through the rocker arm.
For the convenience of design, the first exhaust pushing part T11First air-intake pushing part T12And a second exhaust pushing part T21The second air suction pushing part T22And a third exhaust pushing part T31And the third air suction pushing part T32And a fourth exhaust pushing part T41And fourth air suction pusherMoving part T42Is the same size, the first exhaust push rod Z11First air suction push rod Z12A second exhaust push rod Z21The second air suction push rod Z22And a third exhaust push rod Z31And the third air suction push rod Z32And the fourth exhaust push rod Z41And a fourth air intake push rod Z42Are the same size.
Preferably, the first exhaust pushing part T11First air-intake pushing part T12And a second exhaust pushing part T21The second air suction pushing part T22And a third exhaust pushing part T31And the third air suction pushing part T32And a fourth exhaust pushing part T41And a fourth air suction pushing part T42Are all convex. Of course, the pushing portion may have another structure, and is not limited thereto.
In order to improve the stability of the internal combustion engine, the first cylinder A, the second cylinder B, the third cylinder C and the fourth cylinder D are the same in type and size. First connecting shaft M1And a second connecting shaft M2The sizes and the models of the components are the same. First transmission shaft E1And a second drive shaft E2The sizes and the models of the components are the same.
The first connecting shaft M1And a second connecting shaft M2Arranged in parallel, the first transmission shaft E1And a second drive shaft E2Arranged in parallel, the first connecting shaft M1Perpendicular to the first transmission shaft E1When the lever H is perpendicular to the first connecting shaft M1And a second connecting shaft M2While, the first transmission shaft E1And a second drive shaft E2Symmetrically arranged about the lever H.
In order to embody the present invention more specifically, the operation of the internal combustion engine will be described below based on a specific structure of the internal combustion engine:
as shown in fig. 11, when the second cylinder B is doing work and moving towards bottom dead center, the first cylinder a is compressing air, the third cylinder C is inhaling air, and the fourth cylinder D is exhausting air. When the piston compression of the first cylinder A is completed quickly, the first special-shaped gear a1In a state of being engaged, the first shaped gear a1With the first transmission gear a11Contacting and non-meshing, shaped gears a1Has come into contact with the support b, as shown in fig. 14, controls the first connecting shaft M1And a second connecting shaft M2And the first special-shaped gear a1Can still normally rotate, and the first connecting shaft M1The piston of the first cylinder A can still be pushed to move towards the top dead center thereof, namely the piston of the second cylinder B moves towards the bottom dead center thereof. Third differential gear a2Normally rotates and controls the first connecting shaft M1Motion, third differential gear a2With the first transmission gear a11The detachment is imminent.
When the piston of the first cylinder A reaches the top dead center, the first special-shaped gear a1Has been engaged with the first transmission tooth a11Fully engaged, as shown in fig. 15, and the first connecting shaft M1Stop, third differential gear a2With the first transmission gear a11And (4) completely separating, wherein at the moment, the first cylinder A finishes compression, the third cylinder C finishes air suction, the fourth cylinder D finishes air exhaust, and the second cylinder B finishes acting. The first cylinder A does work, and the piston of the first cylinder A pushes the first connecting shaft M1Moving to the top dead center of the second cylinder B, as shown in FIG. 12, the first shaped gear a1With the first transmission gear a11Contact and push the piston of the second cylinder B to the top dead center, as shown in fig. 13, two first transmission shafts E1And two secondary drive shafts E2Synchronously rotate, totally four transmission shafts and eight special-shaped gears, the eight special-shaped gears are divided into four groups, and each two groups alternately control the first connecting shaft M1And a second connecting shaft M2Reciprocating in the opposite direction, and the process is carried out under the coordination of the lever H. The pistons of the four cylinders can be pushed to respectively complete four strokes when the special-shaped gear rotates for one circle, the pistons of the four cylinders sequentially do work in turn, and the four cylinders are equivalently connected in series and can continuously and uniformly output power outwards.
In the above-described lubricating system for an internal combustion engine, in addition to the lubricating structure for delivering the lubricating oil to the piston, other lubricating structures may refer to the lubricating structure of a crankshaft internal combustion engine.
The supply system, the heat dissipation system and the air distribution structure of the cylinder of the internal combustion engine can refer to a crankshaft internal combustion engine, and the embodiment of the invention does not limit the structure.
The design of the invention conforms to the law of physics:
the same kinetic energy and the same distance are adopted, and the resistance or loss of the kinetic energy in the linear motion is smaller than that in the curvilinear motion or the arc motion;
the distance for transmitting the work done by the cylinder to the machine body does not allow any resistance, otherwise, the larger the resistance is, the smaller the useful work is output;
in the internal combustion engine provided by the embodiment of the invention, the kinetic energy does linear motion without obstacles, the kinetic energy is completely output, and the motion direction of the crankshaft internal combustion engine is changed through the crankshaft, so that loss is generated.
The internal combustion engine provided by the embodiment of the invention does not need pressurization, and the air cylinder can also reach the optimal compression ratio, so that fuel oil has sufficient combustion time.
The internal combustion engine provided by the embodiment of the invention has the advantages of simple structure, small volume, light weight, small failure probability, fewer parts, high universality, fuel oil saving, low cost, energy conservation, environmental protection and high economic benefit, is an optimal substitute for gas in a crankshaft, and is worthy of popularization and promotion.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. An internal combustion engine, comprising:
the air cylinder comprises a first air cylinder (A), a second air cylinder (B), a third air cylinder (C) and a fourth air cylinder (D), wherein the first air cylinder (A) and the second air cylinder (B) are oppositely arranged, and the third air cylinder (C) and the fourth air cylinder (D) are oppositely arranged;
first connecting shafts (M) arranged side by side1) And a second connecting shaft (M)2) Said first connecting shaft (M)1) A piston rod connecting the first cylinder (A) and the second cylinder (B), the second connecting shaft (M)2) A piston rod connecting the third cylinder (C) and the fourth cylinder (D);
a first transmission shaft (E) which is connected through a first transmission mechanism and has opposite rotation directions1) And a second drive shaft (E)2)；
Wherein the first transmission shaft (E)1) And the second transmission shaft (E)2) Along the first connecting axis (M)1) Axial distribution of (a);
the first connecting shaft (M)1) Provided with first transmission teeth (a) distributed along the axial direction thereof11) Said second connecting shaft (M)2) Provided with second transmission teeth distributed along the axial direction thereof, the first transmission shaft (E)1) Is provided with a first transmission gear (a)11) A first meshing shaped gear (a)1) And a second shaped gear capable of meshing with the second transmission gear, the second transmission shaft (E)2) Is provided with a first transmission gear (a)11) A third meshing differential gear (a)2) And a fourth shaped gear capable of meshing with the second drive teeth;
the first special-shaped gear (a)1) And the third differential gear (a)2) Alternate with the first transmission tooth (a)11) The second special-shaped gear and the fourth special-shaped gear are meshed with the second transmission gear alternately; and when the first special-shaped gear (a) is arranged1) With the first transmission tooth (a)11) When meshing, the fourth special-shaped gear is meshed with the second transmission gear.
2. The internal combustion engine of claim 1, further comprising: connecting the first connecting shaft (M)1) And the second connecting shaft (M)2) And a pivotable lever (H), the pivot point of which is located on the first connecting shaft (M)1) And the second connecting shaft (M)2) The first transmission shaft (A)E1) And the second transmission shaft (E)2) Are respectively positioned at both sides of the lever (H).
3. Internal combustion engine according to claim 2, characterized in that the first connecting shaft (M)1) Is provided with a first oil duct (Y)1) Said second connecting shaft (M)2) Is provided with a second oil duct (Y)2) A third oil channel (Y) is arranged in the lever (H)3) The third oil passage (Y)3) Are respectively connected with the first oil duct (Y)1) And the second oil passage (Y)2) Communication, the first oil duct (Y)1) The second oil channel (Y) is communicated with the oil delivery structures of the first cylinder (A) and the second cylinder (B)2) Communicating with the oil delivery structures of the third cylinder (C) and the fourth cylinder (D).
4. Internal combustion engine according to claim 1, characterized in that the first shaped gear (a)1) The second special-shaped gear and the third special-shaped gear (a)2) And the fourth special-shaped gear is provided with a buffer structure (a)10)，
The first connecting shaft (M)1) And the second connecting shaft (M)2) Are all provided with a buffer structure (a)10) A support (b) cooperating to perform a cushioning effect, said support (b) and said cushioning structure (a)10) One-to-one correspondence is realized;
wherein the support (b) is located on the first transmission shaft (E)1) And the second transmission shaft (E)2) In the meantime.
5. Internal combustion engine according to claim 4, characterized in that the first connecting shaft (M)1) Said support (b) and said first transmission tooth (a) of11) Along the first connecting axis (M)1) The radial distribution of (a); the second connecting shaft (M)2) Said support (b) and said second transmission tooth on said second connection shaft (M)2) Is radially distributed.
6. Internal combustion engine according to claim 4, characterized in that the damping structure (a)10) Is a groove, and the supporting piece (b) is a supporting plate.
7. Internal combustion engine according to claim 1, characterized in that the first transmission shaft (E)1) Is two and is respectively positioned on the first connecting shaft (M)1) Both sides of (a); the second transmission shaft (E)2) Is two and is respectively positioned on the first connecting shaft (M)1) Both sides of (a);
two of the first transmission shafts (E)1) Connected by a second transmission mechanism so that two of the first transmission shafts (E)1) Synchronously rotate and the rotating directions are opposite;
two of the second transmission shafts (E)2) Connected by a third transmission mechanism to enable two second transmission shafts (E)2) Rotate synchronously and rotate in opposite directions.
8. Internal combustion engine according to claim 1, characterized in that the first shaped gear (a)1) And the second profile gear, the third profile gear (a)2) And the fourth contour gears each include: two gear parts which are symmetrically arranged around the rotating axis, wherein the gear parts are in a fan shape, and the central angle corresponding to the fan shape is 90 degrees.
9. Internal combustion engine according to claim 1, characterized in that the first transmission tooth (a)11) Comprises two first transmission gear segments which are respectively connected with a first special-shaped gear (a)1) And a third differential gear (a)2) Correspondingly, the second transmission gear comprises two second transmission gear segments, which correspond to the second profile gear and the fourth profile gear, respectively.
10. The internal combustion engine according to any one of claims 1 to 9, further comprising: first exhaust push rod (Z)11) First air intake push rod (Z)12) Second exhaust push rod (Z)21) Second air intake push rod (Z)22) Third, aExhaust push rod (Z)31) Third suction push rod (Z)32) Fourth exhaust push rod (Z)41) And a fourth suction push rod (Z)42)；
Wherein one of the first transmission shafts (E)1) Is provided with a first exhaust pushing part (T)11) First air suction propelling part (T)12) And a second exhaust pushing part (T)21) And a second suction pushing part (T)22) One said second drive shaft (E)2) Is provided with a third exhaust pushing part (T)31) And a third air suction pushing part (T)32) And a fourth exhaust pushing part (T)41) And a fourth suction pushing part (T)42)；
On the first transmission shaft (E)1) In the course of rotation, the first exhaust gas propulsion portion (T)11) Can be connected with the first exhaust push rod (Z)11) An exhaust valve cooperating to open and close the first cylinder (A), the first intake push part (T)12) With said first suction tappet (Z)12) An intake valve cooperating to open and close the first cylinder (A), the second exhaust push part (T)21) Can be connected with the second exhaust push rod (Z)21) An exhaust valve cooperating to open and close the third cylinder (C), the second suction-push portion (T)22) Can be connected with the second air suction push rod (Z)22) An intake valve cooperating to open and close said third cylinder (C);
on the second transmission shaft (E)2) During the rotation, the third exhaust pushing part (T)31) Can be connected with the third exhaust push rod (Z)31) An exhaust valve cooperating to open and close the second cylinder (B), the third suction-push portion (T)32) Can be connected with the third air suction push rod (Z)32) An intake valve cooperating to open and close the second cylinder (B), the fourth exhaust push part (T)41) Can be connected with the fourth exhaust push rod (Z)41) An exhaust valve cooperating to open and close the fourth cylinder (D), the fourth suction-push portion (T)42) Can be connected with the fourth air suction push rod (Z)42) Cooperate to open and close the suction gate of said fourth cylinder (D).
CN201810902390.XA 2018-08-09 2018-08-09 Internal combustion engine Pending CN110821669A (en)

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US6073595A (en) * 1997-12-16 2000-06-13 Teledyne Industries, Inc. Engine construction
CN101326351A (en) * 2005-09-21 2008-12-17 哈留-线性交换器股份公司 Engine arrangement
WO2011162734A1 (en) * 2010-06-24 2011-12-29 U.S. Environmental Protection Agency Quasi free piston engine
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