CN114810342B - Constant volume heating circulation structure of internal combustion engine - Google Patents

Constant volume heating circulation structure of internal combustion engine Download PDF

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Publication number
CN114810342B
CN114810342B CN202210435972.8A CN202210435972A CN114810342B CN 114810342 B CN114810342 B CN 114810342B CN 202210435972 A CN202210435972 A CN 202210435972A CN 114810342 B CN114810342 B CN 114810342B
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auxiliary
main
connecting rod
crankshaft
piston
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CN114810342A (en
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杨德涛
杨哲
杨硕
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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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
    • F16C7/02—Constructions of connecting-rods with constant length
    • F16C7/023—Constructions of connecting-rods with constant length for piston engines, pumps or the like
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Abstract

The invention relates to a constant volume heating circulation structure of an internal combustion engine, which comprises a constant volume space and a driving device forming the constant volume space; the constant volume space is a region surrounded by a gap between the piston and the cylinder cover and the cylinder sleeve; the main crankshaft comprises a main journal and a main crank; the driving device comprises a main connecting rod, an auxiliary connecting rod, a piston connecting rod, a three-connecting-rod shared shaft and an auxiliary connecting-rod driving mechanism; the auxiliary connecting rod driving mechanism comprises an auxiliary crankshaft, a driving wheel and a driven wheel; the auxiliary crankshaft is rotationally connected with the crankcase; the auxiliary crank and the auxiliary crank main journal are arranged on the auxiliary crank, and the auxiliary crank is rotationally connected with the other end of the auxiliary connecting rod; the number of teeth of the driving wheel is twice that of the driven wheel; the beneficial effects of the invention are as follows: the engine manufactured by the constant volume structure can keep the volume of the combustion chamber approximately unchanged in the post-combustion stage of the engine, namely the initial stage of the power stroke, so that the thermal efficiency is improved; the purposes of energy saving and consumption reduction are achieved.

Description

Constant volume heating circulation structure of internal combustion engine
Technical Field
The invention relates to a combustion chamber structure of an internal combustion engine, in particular to a constant volume heating cycle structure of the internal combustion engine.
Background
The internal combustion engine is a power machine with wide application, and is also a power machine for converting heat energy into mechanical energy, and the heat efficiency generated by different circulation modes and methods is different, so that the internal combustion engine theoretically has three basic heating cycles, namely constant volume heating cycle, constant pressure heating cycle and mixed heating cycle; when the compression ratio of the three basic heating cycles is the same, the constant volume heating cycle has the highest heat efficiency, so the internal combustion engine should adopt the constant volume heating cycle. The constant volume heating cycle is the heating cycle of the gasoline engine, the constant pressure heating cycle is the heating cycle of the low-speed diesel engine, the mixed heating cycle is the heating cycle of the high-speed diesel engine, the gasoline engine is regarded as the constant volume heating cycle, but the piston moves at a high speed during operation, combustion cannot be completed instantaneously, the piston moves downwards in the combustion stage, the volume of the combustion chamber increases, particularly in the post-combustion stage, the volume of the combustion chamber increases more obviously, and the thermal efficiency decreases, so the gasoline engine can only be regarded as the constant volume heating cycle approximately. The constant pressure heating cycle and the hybrid heating cycle are heating cycles of a diesel engine. Because of the combustion property of diesel oil, only oil injection can be carried out while combustion is carried out, the crank angle range in the combustion stage is larger, and the downward movement of the piston is obviously increased, so that the combustion heat efficiency is also reduced. It is necessary to design a novel constant volume engine to improve thermal efficiency so that the work done by the engine is increased.
Among the existing patents, there is a patent with publication number CN201710025639.9, named a constant volume and constant pressure combustion engine and its control method, the patent discloses a constant volume-combustion engine and its control method, the engine includes a cylinder and its internal piston, the intake valve and exhaust valve at the top of the cylinder are all connected to the cam shaft; the piston comprises a cylindrical piston wall, a constant pressure piston is arranged in the piston wall, a combustion chamber of a cylinder is arranged above the constant pressure piston, and a constant pressure chamber in the piston is arranged below the constant pressure piston; the bottom of the piston is provided with a liquid inlet pipe and a return pipe which are communicated with the constant pressure chamber, and the return pipe is provided with an emptying pipe; the piston pin arranged at the bottom of the piston is connected to the crankshaft through a connecting rod, and one end of the crankshaft is connected with the cam shaft through a timing chain; the fuel injector and each sensor, and each valve is connected to the ECU. The compression ratio, constant volume combustion and constant pressure combustion proportion of the engine are adjusted by controlling the amount of fluid entering the constant pressure chamber so as to adapt to engines with different mechanical strength and thermal load and different fuels, and the optimal in-cylinder combustion process is organized, so that the thermal efficiency of the engine is improved, and the dynamic property and economical efficiency are improved. The device can realize constant volume basically in theory, but has complex structure, high manufacturing cost and difficult commercialization.
The patent application number is CN201510567829.4, the name is a constant volume combustion system and a control method for simulating an in-cylinder direct injection natural gas engine, and the patent discloses a constant volume combustion system and a control method for simulating an in-cylinder direct injection natural gas engine, and the device is as follows: the compressed natural gas bottle, the pressure reducing device, the natural gas switch valve and the GDI injector are sequentially connected, the compressed air bottle, the air switch valve and the constant volume combustion bomb are sequentially connected, the outlet of the GDI injector is connected with the circular tube, and the circular tube extends into the constant volume combustion bomb; a piston is fixed in the constant volume combustion bomb, the piston is adjacent to the air outlet of the circular tube, a digital electronic pressure gauge, a cylinder pressure sensor and a high-speed camera are also arranged on the constant volume combustion bomb, and a spark plug is fixed in the constant volume combustion bomb; the system also comprises an injection control board, a multifunctional controller and a control system, wherein the injection control board is used for controlling the injection flow of the GDI injector, and the multifunctional controller is used for controlling the injection control board, the high-speed camera, the spark plug and the cylinder pressure sensor; the device has the advantages of complex structure, high manufacturing cost, high failure rate in use and poor practicability by adopting a plurality of electric control devices.
Both patents have imperfect places and a new constant volume structure needs to be designed.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to solve the technical problems that: how to provide a constant volume structure of engine, realize engine combustion stage constant volume, improve thermal efficiency.
In order to solve the problems, the invention adopts the following technical scheme,
a constant volume heating circulation structure of an internal combustion engine comprises a crankcase, a piston pin, a piston ring, a cylinder sleeve, a cylinder cover and a main crankshaft; the main crankshaft is rotationally connected with the crankcase; the device is characterized by also comprising a constant volume space and a driving device for forming the constant volume space; the constant volume space is an area surrounded by a gap between the piston and the cylinder cover and the cylinder sleeve.
Further, the main crankshaft comprises a main journal and a main crank; the driving device comprises a main connecting rod, an auxiliary connecting rod, a piston connecting rod, a three-connecting-rod shared shaft and an auxiliary connecting-rod driving mechanism;
one end of the main connecting rod is rotationally connected with a main crank of the main crankshaft;
one end of the piston connecting rod is rotationally connected with the piston pin;
the other end of the main connecting rod is connected with the three connecting rods through a common shaft in a rotating way
The other end of the piston connecting rod is rotationally connected with the three connecting rods through a common shaft;
one end of the auxiliary connecting rod is rotatably connected with the three connecting rods through a shared shaft;
the other end of the auxiliary connecting rod is connected with the auxiliary connecting rod driving mechanism.
Further, the auxiliary connecting rod driving mechanism comprises an auxiliary crankshaft, a driving wheel and a driven wheel; the auxiliary crankshaft is rotationally connected with the crankcase; the auxiliary crank is provided with an auxiliary crank main journal and is rotationally connected with the other end of the auxiliary connecting rod; the driving wheel is fixedly connected with the main crankshaft; the driven wheel is fixedly connected with the auxiliary crankshaft; the driving wheel is meshed with the driven wheel.
Further, the number of teeth of the driving wheel is twice that of the driven wheel.
Further, when the piston is at the top dead center position, the axis of the auxiliary connecting rod and the center of the main journal of the auxiliary crankshaft are positioned on the same straight line, the axis of the main connecting rod and the center of the main journal of the main crankshaft are positioned on the same straight line, at the moment, the distance between the three connecting rod shared shaft and the center of the main journal of the auxiliary crankshaft is the largest, and as the gear ratio of the driving wheel to the driven wheel is 2:1, the main crankshaft rotates 180 degrees, the auxiliary crankshaft rotates 360 degrees along with the rotation, and at the moment, the movement track of the center of the three connecting rod shared shaft is a straight curve at the upper end; when the main crankshaft rotates by 30 degrees from the top dead center position, the distance from the movement track of the center of the three-connecting-rod common shaft to the center of the piston pin is slightly increased, and when the main crankshaft rotates by 50 degrees from the top dead center position, the distance from the movement track of the center of the three-connecting-rod common shaft to the center of the piston pin is increased rapidly, namely, the descending distance of the piston is small at the stage, and the volume of the piston is increased little, so that the purpose of constant volume is achieved.
Compared with the prior art, the invention has the beneficial effects that: the engine manufactured by the constant volume structure can keep the volume of the combustion chamber approximately unchanged in the post-combustion stage of the engine, namely the initial stage of the power stroke, so that the thermal efficiency is improved; the purposes of energy saving and consumption reduction are achieved;
when the axis of the auxiliary connecting rod and the center of the main journal of the auxiliary crankshaft are positioned on the same straight line, the axis of the main connecting rod and the center of the main journal of the main crankshaft are positioned on the same straight line, at the moment, the distance between the three-connecting-rod shared shaft and the center of the main journal of the auxiliary crankshaft is the largest, and as the gear ratio of the driving wheel to the driven wheel is 2:1, the main crankshaft rotates 180 degrees, the auxiliary crankshaft rotates 360 degrees along with the rotation, and at the moment, the movement track of the center of the three-connecting-rod shared shaft is a curve with the upper end approximately flat; when the main crankshaft rotates by 50 degrees from the top dead center position, the distance from the motion track of the center of the three-connecting-rod common shaft to the center of the piston pin increases slightly, namely the descending distance of the piston is small at the stage, and the volume of the piston increases little, so that the purpose of constant volume is achieved.
Drawings
Fig. 1 is a schematic front view of the structure of embodiment 1 of the present invention;
FIG. 2 is a schematic diagram of the operation of the present invention;
FIG. 3 is a front view of the structure of embodiment 2;
FIG. 4 is a schematic diagram of the operation of embodiment 2;
FIG. 5 is a front view of the structure of embodiment 3;
fig. 6 is a schematic diagram of the operation of embodiment 3.
The reference numerals in the figures illustrate:
1-main crankshaft, 2-main crankshaft balancing weight, 3-main crankshaft crank, 4-main crankshaft crank pin, 5-main connecting rod, 6-three connecting rod shared shaft, 7-piston connecting rod, 8-piston pin, 9-piston, 10-cylinder sleeve, 11-piston ring, 12-auxiliary connecting rod, 13-auxiliary crankshaft crank pin, 14-auxiliary crankshaft crank, 15-auxiliary crankshaft, 16-auxiliary crankshaft balancing weight, 17-driven wheel and 18-driving wheel.
Detailed Description
It should be noted first that the discussion of any embodiment of the present invention is exemplary only, and is not intended to imply that the scope of the disclosure, including the claims, is limited to such examples. For example: the axis of the auxiliary connecting rod 12 is on the same straight line with the center of the auxiliary crankshaft main journal, the axis of the main connecting rod 5 is on the same straight line with the center of the main crankshaft main journal, when the distance between the three-connecting-rod shared shaft 6 and the center of the auxiliary crankshaft main journal is the largest, the auxiliary crankshaft is not used as the top dead center, but the main crankshaft 1 drives the auxiliary crankshaft 15 to continue rotating, and when the main crankshaft 1 rotates by a certain crank angle, the auxiliary crankshaft is a new top dead center (when the movement track of the three-connecting-rod shared shaft 6 is upwards raised). There are many other variations of the different aspects of the invention as described above, which are not provided in detail for the sake of brevity. Accordingly, other embodiments are within the scope of the following claims.
It should be noted that, the terms "first," "second," and the like are used for defining the components, and are merely for convenience in distinguishing the corresponding components, and unless otherwise stated, the terms do not have special meanings, especially do not have special meanings in the "primary, secondary," or arrangement order, and therefore should not be construed as limiting the scope of the present application.
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.
Example 1
As shown in fig. 1-2:
the constant volume heating circulation structure of the internal combustion engine comprises a crankcase, a piston 9, a piston pin 8, a piston ring 11, a cylinder sleeve 10, a cylinder cover and a main crankshaft 1; the main crankshaft 1 is rotationally connected with the crankcase; the cylinder cover is positioned at the upper part of the piston 9, and the cylinder sleeve 10 is arranged in the crankcase; the cylinder cover is arranged on a crank case at the top of the cylinder sleeve 10, and the piston pin 8 is rotatably connected with the piston 9; the piston ring 11 is arranged on the piston 9 and used for blocking lubricating oil in the crankcase from entering the cylinder sleeve to cause cylinder pulling; the piston rings 11 can also prevent gas in the combustion chamber from entering the crankcase to influence the work of the engine;
the piston 9 can slide up and down in the cylinder sleeve 10 under the drive of the main crankshaft 1; the space formed among the cylinder cover, the cylinder sleeve 10 and the piston 9 is commonly called a combustion chamber, and the volume of the combustion chamber changes along with the reciprocating motion of the piston 9;
the working process of the four-stroke engine comprises an air inlet stroke, a compression stroke, a power stroke and an exhaust stroke; only the power stroke works in the four strokes, and the other three strokes are auxiliary strokes for preparing work for the power stroke; fuel oil or gas is combusted at the beginning of the power stroke to do work; at present, in order to fully work, oil injection is generally performed in advance, and ignition is performed, but combustion expansion can cause resistance to the compression process, so that the compression process is not easy to produce; the later combustion (post-combustion) stage cannot fully utilize the increase in fuel consumption due to the large volume of the combustion chamber.
The existing four-stroke engine combustion chamber almost changes rapidly, so that the work done by the fuel combustion in the post-combustion stage cannot be fully transferred to the main crankshaft 1, and the thermal efficiency is affected; therefore, the application provides a concept of constant volume combustion, which is actually applied to the field of engines, and the constant volume combustion stays in a theoretical stage all the time, so that the constant volume combustion is an ideal combustion mode, and is realized through the following technical scheme.
The device also comprises a constant volume space (namely the volume of the combustion chamber when the fuel of the combustion chamber is combusted) and a driving device for forming the constant volume space; the constant volume space is an area surrounded by a gap between the piston 9 and the cylinder cover and the cylinder sleeve 10. The piston 9 is allowed to rest for a longer time near the top dead center by the drive means provided to the greatest extent possible;
the main crankshaft 1 comprises a main journal and a main crank 3; the driving device comprises a main connecting rod 5, an auxiliary connecting rod 12, a piston connecting rod 7, a three-connecting-rod shared shaft 6 and an auxiliary connecting rod driving mechanism;
one end of the main connecting rod 5 is rotatably connected with the main crank 3 of the main crank 1;
one end of the piston connecting rod 7 is rotationally connected with the piston pin 8;
the other end of the main connecting rod 5 is rotationally connected with the three-connecting-rod shared shaft 6
The other end of the piston connecting rod 7 is rotationally connected with the three-connecting-rod shared shaft 6;
one end of the auxiliary connecting rod 12 is rotationally connected with the three-connecting-rod shared shaft 6;
the other end of the auxiliary connecting rod 12 is connected with the auxiliary connecting rod driving mechanism.
The auxiliary connecting rod driving mechanism comprises an auxiliary crankshaft 15, a driving wheel 18 and a driven wheel 17; the auxiliary crankshaft 15 is rotationally connected with the crankcase; the auxiliary crank 14 and the auxiliary crank main journal are arranged on the auxiliary crank 15, and the auxiliary crank 14 is rotationally connected with the other end of the auxiliary connecting rod 12; the driving wheel 18 is fixedly connected with one end of the main journal of the main crankshaft; the driven wheel 17 is fixedly connected with one end of the main journal of the auxiliary crankshaft; the driving wheel 18 is engaged with the driven wheel 17.
The number of teeth of the driving wheel 18 is twice that of the driven wheel 17.
The constant volume working principle of the invention is that,
as shown in the figure 2 of the drawings,
the curve is the track of the three-connecting-rod shared shaft 6;
wherein the point A is that the piston 9 is at the top dead center position, and the angle of the main crankshaft 1 is defined as 0 degree;
the point B is the position of the main crankshaft 1 which rotates clockwise by 30 degrees from the point A, and the three connecting rods share the shaft 6;
the point C is the position of the main crankshaft 1 which rotates clockwise by 50 degrees from the point A, and the three connecting rods share the shaft 6;
the point D is the position of the main crankshaft 1 which rotates 90 degrees clockwise from the point A, and the three connecting rods share the shaft 6;
the point E is the position of the main crankshaft 1, which rotates clockwise 120 degrees from the point A, and the three connecting rods share the shaft 6;
the point F is the position of the main crankshaft 1 which rotates clockwise by 150 degrees from the point A, and the three connecting rods share the shaft 6;
the point G is the position of the main crankshaft 1 which rotates 180 degrees clockwise from the point A, and the three connecting rods share the shaft 6;
as shown in fig. 2, when the three-link common shaft 6 is at the point a, the piston 9 is at the top dead center position, the axis of the auxiliary link 12 and the center of the auxiliary crank journal are on the same straight line, the axis of the main link 5 and the center of the main crank journal are on the same straight line, at this time, the distance between the three-link common shaft 6 and the center of the auxiliary crank journal and the center of the main crank journal is the largest, and the main crank 1 rotates 180 ° and the auxiliary crank 15 rotates 360 ° along with the rotation because the gear ratio of the driving wheel 18 to the driven wheel 17 is 2:1; at the moment, the motion track of the center of the three-connecting-rod shared shaft 6 is a straight curve at the upper end;
when the main crankshaft 1 is positioned at the top dead center position (namely, the main crankshaft 1 is positioned at the 0 degree position and is defined as the point A), and the main crankshaft 1 rotates by 30 degrees of crank angle (the point B), the motion track of the three-connecting-rod common shaft 6 is almost in a horizontal straight line state (the vertical distance from the point A to the point B changes by about 0.5 mm), at the moment, the volume of a combustion chamber at the upper part of the piston 9 is almost unchanged, and at the moment, the combustion can be fully realized;
when the main crankshaft 1 rotates from 30 (point B) DEG to 50 DEG crank angle (point C), the distance from the motion track of the center of the three-connecting-rod shared shaft 6 to the upper dead point increases rapidly (the vertical distance from the point B to the point C changes by about 3 mm), namely the descending distance of the piston 9 is small at the stage, and the volume of the combustion chamber at the upper part of the piston 9 increases little, so that the purpose of constant volume is achieved;
the constant volume structure of the invention is that the auxiliary connecting rod 12 is hinged with the main connecting rod 5 and the piston connecting rod 7 through the three connecting rods sharing the shaft 6, so that the movement track of the piston 9 is limited, when the piston 9 is positioned at the upper dead point and rotates 50 degrees to the main crankshaft 1, the position change of the piston 9 is small, and when fuel oil or fuel gas is combusted, the space is fully combusted, heat is released, and work is applied; in the conventional internal combustion engine, when the main crankshaft 1 rotates by 50 degrees, the distance of the piston 9 moving downwards from the top dead center exceeds one fourth (typically 20 mm) of the stroke distance of the piston, so that fuel oil or gas is wasted without being fully combusted;
when the main crankshaft 1 rotates from 50 degrees (point C) to 90 degrees of crank angle (point D), the distance from the motion track of the center of the three-connecting-rod shared shaft 6 to the top dead center increases rapidly (the vertical distance from the point C to the point D is about 22 mm); the volume of the combustion chamber is rapidly enlarged;
when the main crankshaft 1 rotates from 90 degrees (point D) to 120 degrees of crank angle (point E), the distance from the motion track of the center of the three-connecting-rod shared shaft 6 to the top dead center increases rapidly (the vertical distance from the point D to the point E is about 18 mm); the volume of the combustion chamber is rapidly enlarged;
when the main crankshaft 1 rotates from 120 degrees (point E) to 150 degrees of crank angle (point F), the distance from the motion track of the center of the three-connecting-rod shared shaft 6 to the top dead center increases rapidly (the vertical distance from the point E to the point F is about 16 mm); the volume of the combustion chamber is rapidly enlarged;
when the main crankshaft 1 rotates from 150 degrees (point F) to 180 degrees of crank angle (point G), the distance from the motion track of the center of the three-connecting-rod shared shaft 6 to the top dead center increases rapidly (the vertical distance from the point F to the point G is about 10 mm); the volume of the combustion chamber is rapidly enlarged;
from the above, the constant volume structure of the invention is that the auxiliary connecting rod 12 is hinged with the main connecting rod 5 and the piston connecting rod 7 through the three-connecting-rod shared shaft 6, so that the movement track of the piston 9 is limited, when the piston 9 is positioned at the upper dead point position and the main crankshaft 1 rotates for 50 degrees, the position change of the piston 9 is small, and when fuel oil or fuel gas is combusted, the space is fully combusted, heat is released, and work is applied; in the conventional internal combustion engine, when the main crankshaft 1 rotates by 50 degrees, the piston 9 moves downward from the top dead center by more than one-fourth of the piston stroke distance, so that fuel or gas is wasted without being fully combusted.
Example 2
As shown in fig. 3 and 4
The present embodiment is basically the same as embodiment 1 in structure, except that the driving between the main crankshaft 1 and the auxiliary crankshaft 15 is that an excessive gear is added between the driving wheel 18 and the driven wheel 17, the excessive gear is meshed with the driving wheel 18 and the driven wheel 17 respectively, and the transmission ratio of the driving wheel 18 and the driven wheel 17 is unchanged and rotates in the same direction. The combustion phase of this embodiment has less variation in combustion chamber volume. The working principle of this embodiment is the same as that of embodiment 1, and will not be described again.
Example 3
As shown in fig. 5 and 6
The auxiliary connecting rod 12 and the auxiliary crankshaft 15 connected with the auxiliary connecting rod 12 are positioned below the three-connecting-rod shared shaft 6, and the positions of other mechanisms are unchanged. The upper end of the auxiliary connecting rod 12 is rotatably connected with the three-connecting-rod shared shaft 6, and the lower end is rotatably connected with the auxiliary crank 14 of the auxiliary crank shaft 15. When the piston is at the top dead center position, the axis of the auxiliary connecting rod 12 and the center of the main shaft of the auxiliary crankshaft are positioned on the same straight line, the axis of the main connecting rod 5 and the center of the main shaft journal of the main crankshaft are positioned on the same straight line, at the moment, the distance between the three-connecting-rod shared shaft 6 and the center of the main shaft journal of the auxiliary crankshaft is minimum, and the distance between the three-connecting-rod shared shaft 6 and the center of the main shaft journal of the main shaft is maximum.
In embodiment 3, when the piston 9 is at the top dead center position, the axis of the main connecting rod 5 and the center of the main crankshaft main journal are on the same straight line, and the distance between the three-connecting-rod shared shaft 6 and the center of the main crankshaft main journal is the largest; at this time, the sub-crankshaft 15 is rotated in advance by a few crank angle degrees (crank angle of the sub-crankshaft 15) from a position where the axis of the sub-connecting rod 12 is on the same line as the center of the sub-crankshaft main journal and the distance between the three-connecting-rod common shaft 6 and the center of the sub-crankshaft main journal is the smallest.
The increase or decrease in the angle formed by the main link 5 and the sub link 12 and the rotation diameter of the sub crankshaft 15 determine the volume of the combustion chamber in the constant volume stage and the range of crank angle occupied by the constant volume stage, and also determine the change in the movement locus of the three-link common shaft 6.
The working principle of this embodiment is basically the same as that of embodiment 1, and will not be described here again.
While the preferred embodiments of the present patent have been described in detail, the present patent is not limited to the above embodiments, and various changes may be made without departing from the spirit of the present patent within the knowledge of those skilled in the art.

Claims (1)

1. A constant volume heating circulation structure of an internal combustion engine comprises a crankcase, a piston pin, a piston ring, a cylinder sleeve, a cylinder cover and a main crankshaft; the main crankshaft is rotationally connected with the crankcase; the device is characterized by also comprising a constant volume space and a driving device for forming the constant volume space; the constant volume space is a region surrounded by a gap between the piston and the cylinder cover and the cylinder sleeve; the main crankshaft comprises a main journal and a main crank; the piston pin is rotationally connected with the piston; the piston slides in the cylinder sleeve;
the driving device comprises a main connecting rod, an auxiliary connecting rod, a piston connecting rod, a three-connecting-rod shared shaft and an auxiliary connecting-rod driving mechanism;
one end of the main connecting rod is rotationally connected with a main crank of the main crankshaft;
one end of the piston connecting rod is rotationally connected with the piston pin;
the other end of the main connecting rod is connected with the three connecting rods through a common shaft in a rotating way
The other end of the piston connecting rod is rotationally connected with the three connecting rods through a common shaft;
one end of the auxiliary connecting rod is rotatably connected with the three connecting rods through a shared shaft;
the other end of the auxiliary connecting rod is connected with the auxiliary connecting rod driving mechanism;
the auxiliary connecting rod driving mechanism comprises an auxiliary crankshaft, a driving wheel and a driven wheel; the auxiliary crankshaft is rotationally connected with the crankcase; the auxiliary crank is provided with an auxiliary crank main journal and is rotationally connected with the other end of the auxiliary connecting rod; the driving wheel is fixedly connected with the main crankshaft; the driven wheel is fixedly connected with the auxiliary crankshaft; the driving wheel is meshed with the driven wheel;
the number of teeth of the driving wheel is twice that of the driven wheel;
when the piston is positioned at the top dead center position, the axis of the auxiliary connecting rod and the center of the main journal of the auxiliary crankshaft are positioned on the same straight line, the axis of the main connecting rod and the center of the main journal of the main crankshaft are positioned on the same straight line, at the moment, the distance between the three-connecting-rod shared shaft and the center of the main journal of the auxiliary crankshaft is the largest, and as the gear ratio of the driving wheel to the driven wheel is 2:1, the main crankshaft rotates 180 degrees, the auxiliary crankshaft rotates 360 degrees along with the rotation, and at the moment, the movement track of the center of the three-connecting-rod shared shaft is a straight curve at the upper end; when the main crankshaft rotates by 30 degrees from the top dead center position, the distance from the movement track of the center of the three-connecting-rod common shaft to the center of the piston pin is slightly increased, and when the main crankshaft rotates by 50 degrees from the top dead center position, the distance from the movement track of the center of the three-connecting-rod common shaft to the center of the piston pin is increased rapidly, namely, the descending distance of the piston is small at the stage, and the volume of the combustion chamber is increased little, so that the purpose of constant volume is achieved.
CN202210435972.8A 2022-04-24 2022-04-24 Constant volume heating circulation structure of internal combustion engine Active CN114810342B (en)

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