CN114991953A - A V-type 6-cylinder 95° angle engine - Google Patents

Abstract

The invention provides a V-type 6-cylinder 95° angle engine, which belongs to the field of engines. It solves the problem that some companies choose high power, and increase the crankshaft journal to improve the strength of parts. The sacrificed economy is compensated by other energy sources such as batteries, and the engine itself has not yet achieved both fuel consumption and power. The engine includes a cylinder block and a crankshaft. The right row of the V angle of the cylinder block is 1 cylinder, 2 cylinders and 3 cylinders from front to rear, and the left row is 4 cylinders, 5 cylinders and 6 cylinders, respectively, from front to back. There is a crankshaft, the V angle of the cylinder block is a, where 90°<a<120°, the sum of the staggered angle of the crankshaft and the V angle of the cylinder block is equal to the conventional firing interval angle of 120°. The invention adopts the design of increasing the V angle of the crankshaft crank, reducing the staggered turning angle, improving the strength of the crankshaft, appropriately reducing the diameter of the crankshaft connecting rod, reducing the friction loss, and realizing the power and economy of the engine. improvement.

Description

A V-type 6-cylinder 95° angle engine

technical field

The invention belongs to the field of engines, in particular to a V-type 6-cylinder 95° angle engine.

Background technique

As a classic model in the industry, the V-type 6-cylinder gasoline engine has a conventional firing interval angle of 120°, that is, the two-turn crankshaft angle of 720° is divided by the number of cylinders 6, and the firing interval angle of 120° is obtained. The angle between the axis of the left-bank cylinder and the right-bank cylinder axis of the V-type gasoline engine is usually called the V angle, and the angle between the axis of the corresponding two adjacent connecting rod journals on the crankshaft and the connecting line of the crankshaft journal becomes the crankshaft staggered angle. Common V-angles have two conventional designs of 60° and 90°, and the corresponding crankshaft misalignment angles are 60° and 30° respectively, that is, the V angle and the crankshaft misalignment angle are added to obtain a firing interval angle of 120°. Of course, the V angle also has a design of 180° or other angles, but the corresponding crankshaft staggered angle is added to get 120°.

With the continuous tightening of national fuel consumption regulations, it is necessary to improve the thermal efficiency of the engine and reduce fuel consumption through technical means. Usually, the method of reducing the diameter of the crankshaft connecting rod is used to reduce the friction work generated by the friction pair, without changing the crankshaft material, overlap coefficient and machining. In the case of the method, this measure leads to a reduction in the strength of the crankshaft. At present, the V-type 6-cylinder gasoline engine design in the industry has not broken the above rules. Therefore, in order to cope with the ever-escalating fuel consumption regulations, some companies choose to reduce the power performance to ensure fuel consumption, that is, keep the crankshaft journal small and relatively low power performance to ensure strength. Some companies choose high power, and increase the crankshaft journal to improve the strength of parts. The sacrificed economy is compensated by other energy sources such as batteries. The engine itself has not yet achieved both fuel consumption and power.

SUMMARY OF THE INVENTION

In view of this, the present invention aims to propose a V-type 6-cylinder 95° angle engine to solve the problems mentioned in the above-mentioned background technology, because reducing the diameter of the crankshaft connecting rod will cause the strength of the crankshaft to decrease, so that the power of the engine is reduced. Sexual decline.

In order to achieve the above object, the present invention adopts the following technical solutions: a V-type 6-cylinder 95° angle engine, comprising a cylinder block and a crankshaft, and the right row of the V-angle of the cylinder block is respectively 1 cylinder, 2 cylinders and 3 cylinders from front to back. cylinder, the left column is 4 cylinders 5 cylinders 6 cylinders from front to back,

A crankshaft is arranged inside the cylinder block, and the V angle of the cylinder block is a, where 90°<a<120°, the sum of the crankshaft staggered angle and the V angle of the cylinder block is equal to the conventional firing interval angle of 120°.

Further, the V angle of the cylinder block is 95°, and the staggered angle of the crankshaft is 25°.

Further, the firing order of the V-type 6-cylinder 95° angle engine is 1 cylinder-4 cylinder-3 cylinder-6 cylinder-2 cylinder-5 cylinder.

Further, the firing interval angle is 120°.

Further, the outside of the cylinder block is also connected with a right column of intake manifolds, a right column of throttle valves, a right column of superchargers, a right column of exhaust pipes, a left column of intake manifolds, a left column of throttle valves, and a left column of The supercharger and the left exhaust pipe, of which the right intake manifold, the right throttle, the right supercharger and the right exhaust pipe are located on the right side of the cylinder block, the left intake manifold, the left section The valve, the left row supercharger and the left row exhaust pipe are located on the left side of the cylinder block, the left row exhaust pipe is installed on the left row supercharger, and the right row exhaust pipe is installed on the right row supercharger .

Further, the intake manifolds of the right row and the intake manifolds of the left row are arranged symmetrically in double rows.

Further, the throttle valves of the right row and the throttle valves of the left row are arranged symmetrically in two rows.

Furthermore, the superchargers in the right row and the superchargers in the left row are arranged symmetrically in two rows.

Further, the exhaust pipes in the right row and the exhaust pipes in the left row are arranged symmetrically in two rows.

Further, when the engine is working, the supercharger pressurizes the intake air, the air flows through the throttle valve and the intake manifold and then enters the cylinder block, and the exhaust gas generated by the combustion with the gasoline is fully mixed through the exhaust pipe and flows through the booster. The compressor brings the power of compressed air to the supercharger, and the power generated by the combustion is transmitted to the wheels of the car through the crankshaft to drive the car.

Compared with the prior art, the beneficial effects of the V-type 6-cylinder 95° included angle engine of the present invention are:

(1) The present invention adopts the design of increasing the V angle of the crankshaft crankshaft, reducing the staggered turning angle, improving the strength of the crankshaft, appropriately reducing the diameter of the crankshaft connecting rod, reducing the friction loss and realizing the power of the engine. performance and economical improvement.

(2) The present invention reduces the staggered turning angle of the crankshaft, increases the overlap coefficient between the shaft diameters of the two connecting rods on the same crankshaft, and improves the strength of the crankshaft.

(3) The invention appropriately reduces the diameter of the crankshaft connecting rod, reduces the friction work between the crankshaft and the connecting rod, reduces the energy loss, and increases the thermal efficiency of the engine.

(4), the present invention adopts the conventional firing interval angle of 120°, that is, when the crankshaft rotates twice by 720°, the engine will follow 1-cylinder-4-cylinder-3-cylinder-6-cylinder-2-cylinder-5-cylinder-1-cylinder The firing interval of each cylinder is 120° to achieve uniform firing.

(5) This technology can be similarly applied to other double-arranged gasoline engines such as V-type 8-cylinder and V-type 12-cylinder, and the design generalization rate is high.

(6) In the present invention, without changing the diameter, material and processing method of the crankshaft connecting rod, after the crankshaft is designed with staggered turning, the staggered turning angle of the crankshaft is reduced from 30° to 25°, that is, the V angle is changed from 30° Reduced to 25°, the contact area between the diameters of the two connecting rods on the same crankshaft of the crankshaft is increased, the overlap coefficient of the diameters of the connecting rods of the left and right rows of the crankshaft is increased, the strength of the crankshaft is increased, and the durability of the engine is increased. Dynamic performance; at this time, appropriately reducing the diameter of the crankshaft connecting rod can reduce the friction between the diameter of the crankshaft connecting rod and the connecting rod, and achieve the purpose of reducing fuel consumption. Because the strength of the crankshaft increases, the diameter of the crankshaft connecting rod can be reduced. It will not sacrifice the power of the engine, and realize the simultaneous optimization of engine power and economy.

Description of drawings

The accompanying drawings constituting a part of the present invention are used to provide further understanding of the present invention, and the exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the attached image:

1 is a front view of a V-type 6-cylinder 95° angle engine according to the present invention;

2 is a perspective view of a V-type 6-cylinder 95° included angle engine according to the present invention;

Fig. 3 is the front view of the crankshaft of the present invention;

FIG. 4 is a cross-sectional view of the crankshaft A-A section shown in FIG. 3 of the present invention.

In the picture: 1- Cylinder block, 2- Crankshaft, 3- Right column intake manifold, 4- Right column throttle valve, 5- Right column supercharger, 6- Left column intake manifold, 7- Left column section Valves, 8 - Left column exhaust.

Detailed ways

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. It should be noted that the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict, and the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments.

1. Specific embodiment 1, referring to FIGS. 1-4 to describe the present embodiment, a V-type 6-cylinder 95° angle engine includes a cylinder block 1 and a crankshaft 2. The V-angle right column of the cylinder block 1 is from front to The rear are 1 cylinder, 2 cylinders and 3 cylinders, and the left column is 4 cylinders, 5 cylinders and 6 cylinders from front to back.

A crankshaft 2 is arranged inside the cylinder block 1, and the V angle of the cylinder block 1 is a, wherein, 90°<a<120°, the sum of the staggered angle of the crankshaft 2 and the V angle of the cylinder block 1 is equal to the normal firing interval Angle 120°.

The key features of the present invention are shown in FIG. 1 , the V angle of the cylinder block 1 is 95°, and the staggered angle of the crankshaft 2 is 25°, that is, the sum of the two = the normal firing interval angle of 120°.

As the staggered turning angle of crankshaft 2 is reduced to 25°, the contact area between the diameters of two adjacent connecting rods of crankshaft 2 increases, which increases the strength and safety factor of the crankshaft, and the pressure that crankshaft 2 can bear is greater, increasing the The power of the engine; when the diameter of the crankshaft connecting rod shaft diameter is reduced, the contact area between the connecting rod shaft diameters will decrease, so the diameter of the connecting rod shaft diameter is appropriately reduced to make the contact area between the two connecting rod shaft diameters. If it is larger than the unchanged crankshaft, the strength of the crankshaft can be increased, the friction force can be reduced, and the power and economy of the engine can be improved.

The V angle of the cylinder block 1 according to the present invention is 95°, the right row is 1 cylinder, 2 cylinders and 3 cylinders from front to rear, and the left row is 4 cylinders, 5 cylinders and 6 cylinders from front to back, which conforms to the conventional classic design.

The V angle of the cylinder block 1 can be other angles greater than 90°, and the final choice depends on the structural arrangement and the safety factor of the crankshaft 2 .

The staggered angle of crankshaft 2 of the present invention is 25°. This design can effectively improve the strength of the crankshaft without increasing the journal of the crankshaft connecting rod, that is, reduce friction work and improve safety factor at the same time.

A specific embodiment of the present invention is shown in Figure 2. The engine is mainly composed of the following components: a cylinder block 1, a crankshaft 2, a right-row intake manifold 3, a right-row throttle valve 4, a right-row supercharger 5, a right-row column of Exhaust pipe, left column intake manifold 6, left column throttle valve 7, left column supercharger left column exhaust pipe 8, wherein the cylinder block 1 contains the crankshaft 2 inside, and the cylinder block 1 is externally connected with an intake manifold, Throttle valve, supercharger and exhaust pipe, etc.

The cylinder block 1 is externally connected with a right-row intake manifold 3 , a right-row throttle valve 4 , a right-row supercharger 5 , a right-row exhaust pipe, a left-row intake manifold 6 , a left-row throttle valve 7 , and a left-row row of throttle valves 7 . Column supercharger and left column exhaust pipe 8, of which right column intake manifold 3, right column throttle valve 4, right column supercharger 5 and right column exhaust pipe are located on the right side of cylinder block 1, left column intake manifold The manifold 6 , the left row throttle valve 7 , the left row supercharger and the left row exhaust pipe 8 are located on the left side of the cylinder block 1 , and the left row exhaust pipe 8 is installed on the left row supercharger. A right-row exhaust pipe is attached to the supercharger 5 .

The intake manifold 3 in the right row and the intake manifold 6 in the left row are arranged symmetrically in two rows. The throttle valve 4 of the right row and the throttle valve 7 of the left row are arranged symmetrically in two rows. The right row of superchargers 5 and the left row of superchargers are arranged symmetrically in two rows, and the right row of exhaust pipes and the left row of exhaust pipes 8 are symmetrically arranged in two rows.

When the engine is working, the supercharger pressurizes the inhaled air, the air flows through the throttle valve and the intake manifold and then enters the cylinder block 1, and the exhaust gas generated by fully mixing and burning with gasoline flows through the supercharger through the exhaust pipe. The power of the compressed air is brought to the supercharger, and the power generated by the combustion is transmitted to the wheels of the car through the crankshaft to drive the car. The firing sequence of the gasoline engine is 1-cylinder-4-cylinder-3-cylinder-6-cylinder-2-cylinder-5-cylinder.

The intake manifold, throttle valve, supercharger, exhaust pipe, etc. described in the present invention are all designed to be symmetrically arranged in two rows, so that two separate left and right controllers can be used to realize a separate closed loop for the left and right rows of the engine based on the crankshaft signal. control to achieve uniform ignition of each cylinder.

Figure 3 shows the structure of the crankshaft 2, and Figure 4 shows the schematic diagram of the A-A cross-section of the crankshaft 2, wherein the shaded part is the overlapping area of the diameters of the two adjacent crankshaft connecting rods. increase, so the strength of the engine crankshaft will increase, the safety factor of the crankshaft will increase, and the power performance of the engine will be improved. According to the aforementioned principles, reducing the shaft diameter appropriately can reduce the frictional work and improve the economy of the engine. Finally, as shown in Figure 4, the shadow area increases, the diameter of the crankshaft connecting rod is reduced, and the power economy of the engine is equal. promote.

The key points of the present invention and the points to be protected are:

1. The V angle of the cylinder block 1 is 95°, and the staggered angle of the crankshaft 2 is 25°, that is, the sum of the two = the conventional firing interval angle of 120°.

2. The left and right rows of cylinders are provided with intake air by a separate throttle valve, and the exhaust gas is discharged by a separate supercharger. The two rows can be controlled separately without affecting each other.

3. The overall firing sequence is 1-cylinder-4-cylinder-3-cylinder-6-cylinder-2-cylinder-5-cylinder-1-cylinder, and the overall firing interval angle is 120, °120°, 120°, 120°, 120°, 120° , that is, the interval is 120.

The embodiments of the present invention disclosed above are only used to help illustrate the present invention. The examples do not exhaust all the details, nor do they limit the invention to the specific embodiments described. Numerous modifications and variations are possible in light of the contents of this specification. The present specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can well understand and utilize the present invention.

Claims (10)

1. The utility model provides a V type 6 jar 95 contained angles engines which characterized in that: comprises a cylinder body (1) and a crankshaft (2), wherein the right row of a V angle of the cylinder body (1) is respectively provided with 1 cylinder, 2 cylinders and 3 cylinders from front to back, the left row is respectively provided with 4 cylinders, 5 cylinders and 6 cylinders from front to back,

the crankshaft (2) is arranged in the cylinder body (1), the V angle of the cylinder body (1) is a, wherein the angle a is more than 90 degrees and less than 120 degrees, and the sum of the misturning angle of the crankshaft (2) and the V angle of the cylinder body (1) is equal to the conventional ignition interval angle of 120 degrees.

2. The V-type 6 cylinder 95 ° angle engine of claim 1, wherein: the V angle of the cylinder body (1) is 95 degrees, and the angle of the crank shaft (2) in a wrong turning way is 25 degrees.

3. The V-type 6 cylinder 95 ° angle engine of claim 1, wherein: the ignition sequence of the V-shaped 6-cylinder 95-degree included angle engine is 1 cylinder-4 cylinders-3 cylinders-6 cylinders-2 cylinders-5 cylinders.

4. The V-type 6 cylinder 95 ° angle engine of claim 4, wherein: the firing interval angle is 120 °.

5. The V-type 6 cylinder 95 ° angle engine of claim 1, wherein: cylinder body (1) outside still is connected with the right side and is listed as air intake manifold (3), the right side is listed as choke valve (4), the right side is listed as booster (5), the right side is listed as blast pipe, the left side is listed as air intake manifold (6), the left side is listed as choke valve (7), the left side is listed as booster and left side is listed as blast pipe (8), wherein the right side is listed as air intake manifold (3), the right side is listed as choke valve (4), the right side is listed as booster (5) and the right side is listed as blast pipe and is located cylinder body (1) right side, the left side is listed as air intake manifold (6), the left side is listed as choke valve (7), the left side is listed as booster and the left side is listed as blast pipe (8) and is located cylinder body (1) left side, install the right side on the booster (5) and is listed as blast pipe.

6. The V-type 6 cylinder 95 ° angle engine of claim 5, wherein: wherein the right row of intake manifolds (3) and the left row of intake manifolds (6) are arranged in a double-row symmetrical manner.

7. The V-type 6 cylinder 95 ° angle engine of claim 6, wherein: the right row of throttle valves (4) and the left row of throttle valves (7) are symmetrically arranged in two rows.

8. The V-type 6 cylinder 95 ° angle engine of claim 7, wherein: the right row of superchargers (5) and the left row of superchargers are symmetrically arranged in two rows.

9. The V-type 6 cylinder 95 ° angle engine of claim 8, wherein: the right exhaust pipe and the left exhaust pipe (8) are symmetrically arranged in two rows.

10. The V-type 6 cylinder 95 ° angle engine according to any one of claims 5 to 9, wherein: when the engine works, the supercharger pressurizes the sucked air, the air flows through the throttle valve and the intake manifold and then enters the cylinder body (1), the exhaust gas generated by full mixing and combustion with gasoline flows through the supercharger through the exhaust pipe, the power of compressed air is brought to the supercharger, and the power generated by combustion is transmitted to the automobile wheels through the crankshaft to drive the automobile to run.

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