CN201013450Y

CN201013450Y - Double-row parallel cylinder piston co-motion explosive motor

Info

Publication number: CN201013450Y
Application number: CNU2007201397235U
Authority: CN
Inventors: 唐人忠
Original assignee: Individual
Current assignee: Individual
Priority date: 2007-02-16
Filing date: 2007-02-16
Publication date: 2008-01-30
Anticipated expiration: 2017-02-16

Abstract

The utility model relates to a same action- fashioned piston internal combustion engine with two rows of parallel cylinders, in which two crankshafts are correspondingly arranged in the two rows of parallel cylinders; two pistons in the adjacent cylinder of the two rows of parallel cylinders are connected with each other through piston pins and slide ways; two parallel slide way surfaces of the slide ways are vertical with the central line of the cylinders; two slide block arranged between two parallel slide way surfaces of the slide ways are equipped respectively at the corresponding pins of the crankshafts; the compound movement formed in the way that pistons and slide ways move back and forth and the two slide block move between the surfaces of the slide way back and forth in an opposite direction are converted into a turning around movement in an opposite direction of the two crankshaft through two crankshaft pins; two crankshafts are connected with each other by a pair of gears thereon, and one of two crankshafts conducts external power; a connecting passage is arranged between the fire chambers corresponding to the two adjacent cylinders of two rows of parallel cylinders; a spark plug (igniting-typed)or an oil injector (pressing-typed)can be arranged in the center of the connecting passage between the two fire chambers, or can be respectively arranged in the two fire chambers.

Description

Double-row parallel cylinder piston synchronous internal combustion engine

Technical Field

The utility model relates to a double-row parallel cylinder piston is with internal combustion engine of dynamic formula.

Background

At present, most of the known internal combustion engines are reciprocating engines using a crank mechanism, wherein the function of the crank mechanism is to form a gas working space (cylinder) and to convert the reciprocating motion of a piston into the rotary motion of a crankshaft. The engine mainly comprises a cylinder body, a cylinder cover, a piston assembly, a connecting rod assembly, a crankshaft flywheel assembly and the like. (see page 1 of the internal combustion engine construction and principles, sun Jianxin, edited by people's traffic press 2004, 5 months, 1 st edition, 1 st printing). Due to the existence of the connecting rod, when the internal combustion engine runs, a large side pressure is generated between the piston and the cylinder, the side pressure can deform the piston, and also generate large friction resistance between the piston and the cylinder, the consumption of useless work is large, and the friction loss work between the piston and the cylinder accounts for about 50 percent of the friction loss work of the whole engine (see page 21 of internal combustion engine construction and principle, sun Jianxin, 1 st edition, 5 months and 1 st edition, 2004 of Min transportation Press). In addition, the swinging of the connecting rod also brings about great vibration and noise.

Disclosure of Invention

In order to overcome the reciprocating type internal combustion engine of current crank link mechanism, because the existence of connecting rod makes and produces the not enough of very big friction loss work and very big vibration and noise between piston and the cylinder, the utility model provides an internal combustion engine, this internal combustion engine have cancelled the connecting rod, like this, have not only eliminated because the existence of connecting rod makes the very big friction loss work that produces between piston and the cylinder, have also eliminated the vibration and the noise that are brought by the connecting rod simultaneously.

The utility model provides a technical scheme that its technical problem adopted is: the double-row parallel cylinders are adopted, each row of cylinders is provided with a crank shaft, a connecting rod in the conventional reciprocating internal combustion engine is eliminated, and a slide way body and a slide block body are used for replacing the function of the connecting rod. Two pistons in adjacent cylinders in two parallel rows of cylinders are connected with slide way bodies through respective piston pins, two pairs of parallel slide way surfaces in the slide way bodies are perpendicular to the center line of the cylinders, two slide block bodies are arranged between the two slide way bodies, each slide block body is respectively arranged on a crank pin of a corresponding crankshaft, the two slide block bodies can respectively do reciprocating motion in opposite directions between the parallel slide way surfaces in the slide way bodies, the reciprocating motion of the pistons and the slide way bodies and the reciprocating motion of the two slide block bodies between the parallel slide way surfaces in the slide way bodies in the direction perpendicular to the center line of the cylinders form composite motion, the composite motion is converted into rotary motion in opposite directions of the two crankshafts through crank pins, the two crankshafts are connected through a pair of gears on the crankshafts, and one crankshaft does work outwards. In order to keep the pressure in two adjacent cylinders in the two parallel cylinders balanced under various working conditions, a connecting channel is arranged between the combustion chambers corresponding to the two cylinders, and a spark plug (ignition type) or an oil injector (compression ignition type) can be arranged in the center of the connecting channel between the two combustion chambers, or the spark plug (ignition type) or the oil injector (compression ignition type) can be respectively arranged in the two combustion chambers.

The utility model has the advantages that: the reciprocating internal combustion engine of the existing crank connecting rod mechanism can eliminate the generation of large side pressure between the piston and the cylinder and large friction loss work generated by the side pressure due to the existence of the connecting rod, the lubrication state between the piston and the cylinder is greatly improved due to the elimination of the side pressure between the piston and the cylinder, the average speed of the piston is favorably improved, a cylinder sleeve is not considered to be arranged, in addition, the connecting rod is eliminated, the double-row parallel cylinder is adopted, the piston and the slideway body synchronously move, and two sliding block bodies with opposite moving directions are arranged between the slideway surfaces of the slideway bodies, so the rotating speed of a crankshaft is favorably improved.

The average velocity (v) of the piston is given below _m ) With the mean effective pressure (P) _me ) Unchanged, the list compares:

type of engine	Cylinder arrangement	Number of cylinders i	Number of strokes τ	Cylinder diameter D(mm)	Travel distance S(mm)	Rotational speed n(r/min)	Working volume of cylinder Vs(L)
type of engine	Cylinder arrangement	Number of cylinders i	Number of strokes τ	Cylinder diameter D(mm)	Travel distance S(mm)	Rotational speed n(r/min)	Working volume of cylinder Vs(L)	Q6011-1	Single row upright	6	4	100	115	3000	0.903
The utility model I	Double row upright	2×4	4	86.64	44	7841	0.519	Q6011-1	Single row upright	6	4	100	115	3000	0.903
The utility model I	Double row upright	2×4	4	86.64	44	7841	0.519	The utility model II	Double row horizontal opposition	2×4	4	86.64	44	7841	0.519

Total working capacity of cylinder Voluminous iVs (L)	Mean velocity of piston Vm(m/s)	Mean effective pressure p _me (Mp _a )	Effective power P _e (KW)	Power per liter P _L (KW/L)	Each crankshaft upper crank pin Number of
Total working capacity of cylinder Voluminous iVs (L)	Mean velocity of piston Vm(m/s)	Mean effective pressure p _me (Mp _a )	Effective power P _e (KW)	Power per liter P _L (KW/L)	Each crankshaft upper crank pin Number of	5.42	11.5	0.743	100.7	18.58	6
2.075	11.5	0.743	100.7	48.55	4	5.42	11.5	0.743	100.7	18.58	6
2.075	11.5	0.743	100.7	48.55	4	2.075	11.5	0.743	100.7	48.55	2

Note: 1. q6011-1 in the column for engine model and its parameters are extracted from the New compiled automobile construction (Tang Dynasty mechanical Press, 4 months, 4 th edition, 2 nd print, 2000) page table 22, table 4-1.

2. Formula for conversion of relevant parameters in table

And formula

Taken from the internal Combustion Engine science (Zhou Longbao, eds. 1, 2 nd edition, 1 st printing, 1 st edition, 2005, ministry of mechanical industry, press) pages 20, formulas (2-12) and formulas (2-16),

in the formula: p _e - - -effective Power (KW)

P _me Average effective pressure (Mp) _a )

V _s - - -Cylinder swept volume (L)

i- -number of cylinders

n- - - -rotational speed (r/min)

Tau- - - -number of strokes

P _L Power per liter (KW/L)

As can be seen from the table, the average velocity (v) of the piston is measured _m ) With the mean effective pressure (P) _me ) Unchanged if the effective power (P) _e ) Similarly, compared with Q6011- -1, the utility model has the advantages that the crankshaft rotation speed (n) and the power per liter (P) of the crankshaft I and the crankshaft II are same _L ) It is more than 2.5 times, more profitable, the utility model I has four crank pins on every bent axle, and the utility model II has only two crank pins on every bent axle, and crank pin of piston sharing in the cylinder of opposition of each other has greatly shortened the length of bent axle.

Drawings

The following structural drawings and examples further illustrate the present invention.

Fig. 1 is a cross-sectional view showing the structure of a first embodiment of the present invention.

Fig. 2 is a projection diagram of the contour lines of the

bottom surfaces

5, 6, and 7 on the end surface of 1 in fig. 1.

Fig. 3 isbase:Sub>A sectional view taken along linebase:Sub>A-base:Sub>A of fig. 1 (3 is omitted from the drawing).

Fig. 4 is a sectional view of B-B of fig. 1.

Fig. 5 is a transverse view of 11 in fig. 1.

Fig. 6 is a left side view of fig. 5.

Fig. 7 is a cross-sectional view C-C of fig. 5.

Fig. 8 is a transverse view of 12 in fig. 1.

Fig. 9 is a left side view of fig. 8.

Fig. 10 is a top view of fig. 8.

Fig. 11 is a right side view of fig. 8.

FIG. 12 is K of FIG. 8 ₁ And (6) looking into the view.

Fig. 13 is a cross-sectional view showing the structure of a second embodiment of the present invention.

Fig. 14 is a transverse view of 27 in fig. 13.

Fig. 15 is a D-D sectional view of fig. 13 (3 is omitted).

Fig. 16 is a cross-sectional view E-E of fig. 13.

Fig. 17 is a sectional view F-F of fig. 16. (3 is omitted from the drawing).

FIG. 18 is K of FIG. 16 ₂ And (6) looking into the view. (3 is omitted from the drawing).

FIG. 19 shows K in FIG. 16 ₃ And (4) looking towards the view. (3 is omitted from the drawing).

In the figure 1, a cylinder body I (only the part relevant to the invention is drawn in the figure), 2, a piston I,3, a cylinder cover, 4, a valve I, 5, a combustion chamber I (one type of combustion chamber), 6, a combustion chamber II (one type of combustion chamber), 7, a connecting channel between the combustion chamber I and the combustion chamber II, 8, a valve II,9, a piston II,10, a piston pin, 11, a slide way body I,12, a slide block body, 13, a crankshaft I,14, a crankshaft II,15, a crankshaft main bearing cover I,16, a crankshaft main bearing cover II,17, a crankshaft bearing bush I,18, a crankshaft bearing bush II,19, a piston pin hole bush, 20, a gear I,21, a gear II 22, a slide way I,23, a slide way II,24, a slide way surface (cast antifriction alloy), 25, a slide block I, 26, a slide block II,27, a slide way body II,28, a cylinder block II, 29 and III.

Detailed Description

In a first embodiment shown in fig. 1 to 12, a piston I (2) and a piston II (9) in corresponding cylinders of two parallel rows of cylinders are connected with a slide I (11) into a whole by respective piston pins (10), the piston pins (10) can rotate in piston pin hole bushes (19) on the slide I (11), the slide I (II) is composed of a slide I (22) and a slide II (23) which are connected by bolts, two identical slide bodies (12) are respectively installed between slide surfaces (24) on both sides of the slide I (11), the two slide bodies (12) can reciprocate in opposite directions perpendicular to a cylinder center line between the respective slide surfaces (24), a slide I (25) and a slide II (26) of each slide body (12) are installed on corresponding crank pins on a crank I (13) and a crank II (14) which are parallel to each other and connected into a whole by bolts, the crank bodies (12) can rotate on the crank pins, the crank I (13) and the crank II (14) are connected with a gear I (21) and a crank pin (78) by a third principle of a third edition of published by a national institute, and a third edition of published by a national institute, the international publication, the principles of published by a working theory of the international publication, wherein the first edition of the publication No. 8:

1) Intake stroke

In the process of stroke, a crankshaft I (13) and a crankshaft II (14) which are connected with a gear I (20) and a gear II (21) and are parallel and have opposite rotation directions drive sliding blocks (12) on two corresponding crank pins on the crankshaft I (13) and the crankshaft II (14) to respectively rotate around the central lines of the crankshaft on which the two sliding blocks are respectively arranged, and simultaneously, the two sliding blocks (12) respectively reciprocate in opposite directions between two sliding channel surfaces (24) of a sliding channel body I (11), so that the sliding channel body I (11) is driven, a piston I (2) and a piston II (9) are driven by two piston pins (10) on the sliding channel body I (11) to synchronously move from a top dead center to a bottom dead center along the cylinder on which the sliding channel body I (11) is arranged, an air inlet valve in the air valve I (4) and an air valve II (8) is opened (or opened in advance), an exhaust valve is closed, a vacuum degree is generated along with the increase of the internal volume of the cylinder, and combustible mixed gas (ignition type) or air (compression ignition type) enters the cylinder under the action of atmospheric pressure difference.

2) Compression stroke

After the intake stroke is finished, the piston I (2) and the piston II (9) synchronously move to the top dead center from the bottom dead center under the drive of the crankshaft I (13) and the crankshaft II (14), at the moment, the intake valve and the exhaust valve in the valve I (4) and the valve II (8) are both closed, and the combustible mixed gas (ignition type) or air (compression ignition type) is compressed along with the reduction of the volume of the cylinder, so that the pressure and the temperature of the combustible mixed gas are continuously increased.

3) Combustion expansion stroke

At the end of a compression stroke, when a piston I (2) and a piston II (9) are close to a top dead center together, a spark plug arranged in the centers of a connecting channel (7) between a combustion chamber I (5) and a combustion chamber II (6) or between the combustion chamber I (5) and the combustion chamber II (6) ignites (ignites) or an oil injector injects (compression ignition), combustible mixed gas in the combustion chamber I (5) and the combustion chamber II (6) is rapidly combusted at the same time, the pressure and the temperature of the gas are rapidly increased, a high-temperature and high-pressure working medium pushes the piston I (2) and the piston II (9) to move towards the bottom dead center at the same time, a piston pin (10), a slideway body I (11), two sliding blocks (12) and corresponding crank pins thereof drive a crankshaft I (13) and a crankshaft II (14) to rotate in opposite directions, and the crankshaft I (13) is connected with a gear II (21) by a gear I (20) and then works outwards.

4) Exhaust stroke

When the combustion and expansion stroke is finished, the exhaust valves in the valve I (4) and the valve II (8) are opened, the piston I (2) and the piston II (9) move from a bottom dead center to a top dead center under the drive of the crankshaft, the exhaust gas is exhausted out of the cylinder by the pressure difference between the inside and the outside of the cylinder and the driving action of the piston I (2) and the piston II (9), and the piston I (2) and the piston II (9) reach the top dead center.

In the second embodiment shown in fig. 13 to 19, the piston I (2) and the piston II (9) in the corresponding cylinder of the two parallel cylinders and the pair of pistons in the horizontally opposite cylinder are connected together and integrated with the slide way body II (27) through the respective piston pins (10), and the other structures are the same as the first embodiment, and the operation principle is the same as the first embodiment, except that when the piston I (2) and the piston II (9) are in different stroke states, the corresponding pair of horizontally opposite pistons are in corresponding stroke states, such as: piston I (2) and piston II (9) are in the intake stroke state and the corresponding pair of horizontally opposed pistons are in the compression stroke or exhaust stroke state (depending on the firing order).

Claims

1. The utility model provides an internal combustion engine, biserial cylinder parallel arrangement, every row cylinder sets up a bent axle, characterized by: a piston I (2) and a piston II (9) in adjacent cylinders in the double-row parallel cylinder are respectively connected with a slide way body I (11) into a whole through respective piston pins (10).

2. The internal combustion engine according to claim 1, characterized in that: a piston I (2) and a piston II (9) in adjacent cylinders in the double-row parallel cylinders and two pistons horizontally opposite to the pistons are respectively connected with a slide way body II (27) into a whole through respective piston pins (10).

3. The internal combustion engine of claim 1, wherein: the slideway body I (11) and the slideway body II (27) are both provided with two pairs of mutually parallel slideway surfaces (24).

4. The internal combustion engine of claim 1, wherein: a slide block body (12) is respectively arranged between the two pairs of slide surfaces (24) of the slide way body I (11) and the slide way body II (27).

5. The internal combustion engine according to claim 1, characterized in that: the slide block body (12) consists of a slide block I (25) and a slide block II (26) which are respectively arranged on crank pins corresponding to the crank shafts I (13) and II (14) by bolt connection.

6. The internal combustion engine according to claim 1, characterized in that: a connecting channel (7) is arranged between the combustion chamber I (5) and the combustion chamber II (6) corresponding to the adjacent cylinders in the double-row parallel cylinders.