CN210317487U

CN210317487U - Engine without crankshaft

Info

Publication number: CN210317487U
Application number: CN201920778692.0U
Authority: CN
Inventors: 金国贤
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-05-28
Filing date: 2019-05-28
Publication date: 2020-04-14
Anticipated expiration: 2029-05-28

Abstract

The utility model discloses a no crankshaft engine, including casing, longitudinal fixation at the transmission at casing middle part, transversely fix two piston cylinders in the casing left and right sides respectively, two piston rod tip of piston cylinder pass through screw fixed connection and cup joint on transmission's input shaft, and the piston setting links to each other with the piston rod in the piston cylinder, and piston cylinder end fixing has the cylinder cap, all is equipped with electromagnetic exhaust valve, spark plug and high pressure oil spout glib talker in every cylinder cap. The piston and the piston rod are provided with air inlet channel holes which are communicated with the upper cavity and the lower cavity of a single piston cylinder; the air inlet valve is arranged at the top of the piston, the central through hole is axially arranged on the piston rod, the ejector rod penetrates through the central through hole of the piston rod and is connected with the air inlet valve seat, the air inlet valve is fixed on the air inlet valve seat, the spring is arranged between the air inlet valve seat and the piston, the cam is arranged on the input shaft of the transmission device, and the bottom end of the ejector rod is connected with the cam through the rolling bearing.

Description

Engine without crankshaft

Technical Field

The utility model relates to an engine, in particular to no bent axle engine.

Background

The existing engine uses a crank-slider structure to convert the reciprocating motion of a piston into the circular motion of a crank. This structure has the following drawbacks; 1. the structure is complex, and the manufacturing process is high; 2. the crankshaft motion causes an increase in the friction between the piston and the cylinder wall; 3. the fuel oil has low thermal efficiency (28% -33%).

In general, increasing the compression ratio can increase the horsepower of the internal combustion engine, and can also save fuel and improve mechanical efficiency. However, increasing the compression ratio must be considered without knocking, with the result that the engine precision is high and the material is more wear resistant. Generally, the compression ratio of the gasoline engine is between 7 and 13.

A variable compression ratio is a technique of dynamically adjusting the compression ratio of an internal combustion engine. Variable compression ratio may improve fuel efficiency under different load conditions. A lower compression ratio is required at high loads, while a high compression ratio is required at low loads. At present, the main stream of variable compression ratio is realized by adding a mechanical structure, but the increase of the mechanical structure causes the increase of cost and instability.

In conclusion, the existing engine has the problems of small compression ratio, high oil consumption and large pollution, and the crank-slider structure has a plurality of defects.

Disclosure of Invention

The utility model aims at providing a no bent axle engine to above-mentioned prior art not enough, adopt simple gear engagement transmission structure, its structure is exquisite, with low costs and have higher fuel thermal efficiency.

The utility model aims at realizing through the following technical scheme:

the utility model provides a no crankshaft engine, includes the casing, vertically fixes at the transmission in casing middle part, transversely fixes two piston cylinders in the casing left and right sides respectively, and two piston rod tip of piston cylinder pass through screw fixed connection and cup joint on transmission's input shaft, and the piston setting links to each other with the piston rod in the piston cylinder, and the piston cylinder end fixing has the cylinder cap, all is equipped with electromagnetic exhaust valve, spark plug and high-pressure oil spout glib talker in every cylinder cap.

In the engine without the crankshaft, the piston and the piston rod are provided with air inlet channel holes which are communicated with the upper cavity and the lower cavity of a single piston cylinder; the air inlet valve is arranged at the top of the piston, the central through hole is axially arranged on the piston rod, the ejector rod penetrates through the central through hole of the piston rod and is connected with the air inlet valve seat, the air inlet valve is fixed on the air inlet valve seat, the spring is arranged between the air inlet valve seat and the piston, the cam is arranged on the input shaft of the transmission device, and the bottom end of the ejector rod is connected with the cam through the rolling bearing.

The engine without the crankshaft is characterized in that a piston rod is connected with a piston cylinder in a sealing mode through an O-shaped ring, a check valve is arranged on the piston rod, and the check valve is connected with an electric turbine through an air inlet channel of a shell.

The transmission device comprises a main shaft, an input shaft and a fixed gear; the main shaft is longitudinally fixed in the middle of the shell, the fixed gear is fixed in the shell, and the input shaft is eccentrically arranged on the main shaft; the input shaft comprises an eccentric wheel positioned at the outer end, a gear part longitudinally and fixedly connected with the eccentric wheel and an interface end longitudinally and fixedly connected with the gear part, the gear part is meshed with a fixed gear, and the gear number of the gear part and the gear ratio of the fixed gear are 1:2, the interface end is connected with the main shaft through a bearing; the end parts of the two piston rods are sleeved on the eccentric wheel.

The ends of the two piston rods are fixed together through screws, the ends of the piston rods are semicircular, the two semicircular ends are combined into a central circle, a bearing bush is fixed on the central circle and is sleeved on an eccentric shaft of an input shaft, and the cam is arranged on the eccentric shaft and rotates along with the eccentric shaft.

Compared with the prior art, the beneficial effects of the utility model reside in that:

1. the utility model gets rid of the traditional crank block mechanism, adopts a novel gear transmission device, solves the problem caused by the crankshaft, greatly increases the compression ratio through a unique mechanical structure, improves the combustion heat efficiency to about 60 percent, reduces the carbon dioxide discharge amount about 30 percent, overcomes the defects of small compression ratio, high oil consumption and large pollution of a common engine, and has the advantages of simple structure, high reliability, small friction force, simple processing and 60 percent cost reduction;

2. the air inlet function is added on the piston, air inlet channel holes are formed in the piston and the piston rod, an air inlet valve is arranged at the top of the piston, the air inlet valve is connected to a cam through a mandril, pressing force is provided by a spring, the cam rotates to drive an air valve to open and close, and one cam controls the air inlet valves of the left cylinder and the right cylinder;

3. the electromagnetic valve accurately controlled by the ECU is connected with the exhaust channel, and the size of the compression ratio is adjusted by the electromagnetic valve, so that the seamless switching between economy and dynamic performance is realized; closing the electromagnetic valve (exhaust valve) in advance, increasing the compression ratio, closing the electromagnetic valve (exhaust valve) in delay, decreasing the compression ratio, and setting the compression ratio range to be 11.5: 1-22: 1;

4. the high-pressure common rail oil injection system is used for increasing oil injection pressure, and the ECU accurately controls the oil injection quantity and the oil injection time of the oil injector;

5. in order to avoid knocking, air and gasoline are not mixed in advance, when the piston reaches the top dead center, a small amount of fuel sprayed by an oil spray nozzle is ignited preferentially through a spark plug to form local flame, and a large amount of fuel is sprayed to burn.

Drawings

FIG. 1 is a general structure view of the crankshaft-less engine of the present invention;

FIG. 2a is a cross-sectional view of the whole structure of the crankless engine of the present invention;

FIG. 2b is an enlarged view of a portion of FIG. 2 a;

FIG. 2c is an enlarged view of a portion of FIG. 2a at B;

fig. 3a is a schematic view of the piston rod structure of the present invention;

FIG. 3b is an enlarged view of the piston rod of the present invention;

FIG. 4 is a schematic view of the air inlet passage of the present invention;

FIG. 5 is a schematic view of the intake valve of the present invention;

FIG. 6 is a schematic diagram of the electromagnetic air valve of the present invention;

FIG. 7 is a diagram of the distribution phase of the engine of the present invention;

FIG. 8 is a schematic diagram of the ECU control of the present invention;

in the figure: 1. a main shaft; 2. an input shaft; 3. fixing a gear; 4. a cam; 5. a bearing; 6. a top rod; 7. a piston cylinder; 8. a piston rod; 9, an air inlet valve seat; 10. a spring; 11. an intake valve; 12. a piston; 13. an oil jet; 14. an electromagnetic valve; 141. a first electromagnet coil; 142, electromagnet coil two; 143. an armature; 144. a coil spring; 15. a cylinder cover; 16. a spark plug; 17. a one-way valve; 18. a housing; 19. bearing bushes; 20. a flywheel disc; an O-ring; 22. electric turbocharging; housing air intake passage 18a.

Detailed Description

The invention will be further described with reference to the following examples:

as shown in fig. 1 to 2c, a crankless engine mainly comprises a housing 18, a transmission device longitudinally fixed in the middle of the housing 18, two piston cylinders 7 transversely fixed on the left and right sides of the housing 18, two ends of piston rods 8 of the piston cylinders 7 fixedly connected through screws and sleeved on an input shaft 2 of the transmission device, pistons arranged in the piston cylinders 7 and connected with the piston rods 8, cylinder covers 15 fixed on the ends of the piston cylinders 7, and two electromagnetic exhaust valves 14, two spark plugs 16 and a high-pressure oil nozzle 13 arranged in each cylinder cover 15. The utility model discloses the engine level is placed.

The transmission device comprises a main shaft 1, an input shaft 2 and a fixed gear 3, wherein the main shaft 1 is longitudinally fixed in the middle of a shell 18, the fixed gear 3 is fixed in the shell 18, the input shaft 2 is eccentrically installed on the main shaft 1, the input shaft 2 comprises an eccentric wheel positioned at the outer end, a gear part longitudinally and fixedly connected with the eccentric wheel and an interface end longitudinally and fixedly connected with the gear part, the gear part is meshed with the fixed gear 3, and the gear number of the gear part and the gear ratio of the fixed gear 3 are 1: and 2, the interface end is connected with the main shaft 1 through a bearing, and the end parts of the two piston rods are sleeved on the eccentric wheel. The fixed gear 3 does not rotate and the main shaft 1 and the input shaft 2 rotate. The reciprocating motion of the piston 12 drives the input shaft 2 to rotate, so as to drive the main shaft 1 to move, the input shaft 2 rotates for two circles, the main shaft 1 rotates for one circle, and the gear ratio of the gear on the input shaft 2 to the fixed gear 3 is 1:2, the motion track of the eccentric shaft on the input shaft is linear motion while rotating, and the eccentric shaft and the main shaft 3 rotate in opposite directions and at the same speed. The main shaft 1 is fixedly connected with an engine flywheel disc to realize power output. The piston stroke is determined by the number of teeth of the fixed gear 3, and the highest compression ratio reaches 1: 22.

As shown in fig. 3a, the ends of the two piston rods 8 are fixed together by screws, the ends of the piston rods 8 are semicircular, the two semicircular ends are combined into a central circle, a bearing bush 19 is fixed on the central circle and sleeved on an eccentric shaft of the input shaft 2, a cam 4 is arranged on the eccentric shaft, and the cam 4 rotates along with the eccentric shaft. The piston 12 and the piston rod 8 are provided with air inlet passage holes which are communicated with the upper cavity and the lower cavity of a single piston cylinder. The air channel hole is matched with the air inlet valve to form a specific angle, so that air enters in a rotating mode, and the exhaust efficiency is improved.

As shown in fig. 3b and 4, an O-ring 21 is installed between the piston rod 8 and the piston cylinder 7, and the cylinder intake air can be only taken in through the check valve 17. The check valve 17 is connected to the electric turbocharger 22 through a housing intake passage 18A of the housing 18, and controls the intake pressure. The turbocharging pressure range is 0.8-1.4 MPa.

As shown in fig. 5, an intake valve 11 is arranged at the top of a piston 12, a central through hole is axially arranged on a piston rod 8, a rolling bearing 5 is fixed at the bottom end of a push rod 6, the rolling bearing 5 is in contact with a cam 4, the push rod 6 penetrates through the central through hole of the piston rod 8 to be connected with an intake valve seat 9, and the other end of the intake valve seat 9 is connected with a spring 10. The cam 4 rotates to drive the ejector rod 6 to do linear motion, the spring 10 provides restoring force of the ejector rod 6, the air inlet valve seat 9 fixes the air inlet valve 11, when the cam 4 rotates to the position shown in the figure, the air inlet valve 11 on the right is opened, and when the cam rotates 180 degrees, the air inlet valve 11 on the left is opened.

As shown in fig. 6, the electromagnetic valve principle: when the first electromagnet coil 141 and the second electromagnet coil 142 are not electrified, the valve is half opened and half closed, the first electromagnet coil is electrified, the second electromagnet coil is not electrified, the valve is closed, the first electromagnet coil is not electrified, the second electromagnet coil is electrified, and the valve is opened.

As shown in FIG. 7, the working flow of the crankshaft-free engine of the present invention is as follows:

one stroke is as follows: when the piston 12 moves towards the top dead center, air enters the cylinder at the bottom of the piston through the one-way valve 17, the top of the piston 12 compresses the air entering from the air inlet valve, and when the top dead center is reached, the ECU controls the oil nozzle 13 and the spark plug 16 to work. One stroke mainly completes the processes of air intake, oil injection, ignition and secondary air compression.

Two-stroke: the oil injection nozzle 13 is controlled by ECU to inject oil quantity and time, the ignition and explosion are carried out by the aid of the spark plug 16, the piston 12 moves towards the bottom dead center by means of explosion transmission power, air is compressed at the bottom of the piston 12, when the pressure in the cylinder reaches a threshold value, the electromagnetic valve 14 is opened firstly, the intake valve 11 is opened later, the compressed air passes through a channel on the piston 12, the combustion waste gas is discharged from an exhaust channel and fills a cavity on the upper part of the piston, when the bottom dead center is reached, the intake valve 11 is closed, and the ECU controls the closing time of the electromagnetic. The two-stroke process mainly completes the first compression process of combustion, exhaust and air. The above-mentioned one-stroke and two-stroke cycle work reciprocally. In the working process, the piston 12 compresses air 2 times. The piston 12 completes 2 strokes, the main shaft rotates once, the phase difference between the left cylinder and the right cylinder is 180 degrees, namely the left cylinder executes one stroke, and the right cylinder executes two strokes.

As shown in fig. 8, the present invention adjusts the closing time of the electromagnetic valve based on the change of the throttle position and the engine speed, and the oxygen content in the air, thereby adjusting the compression ratio.

Claims

1. The engine without the crankshaft is characterized by comprising a shell, a transmission device longitudinally fixed in the middle of the shell, and two piston cylinders transversely fixed on the left side and the right side of the shell respectively, wherein the end parts of two piston rods of each piston cylinder are fixedly connected with each other through screws and are sleeved on an input shaft of the transmission device, the pistons are arranged in the piston cylinders and are connected with the piston rods, the end parts of the piston cylinders are fixedly provided with cylinder covers, and each cylinder cover is internally provided with an electromagnetic exhaust valve, a spark plug and a high-pressure oil injection nozzle.

2. The crankless engine according to claim 1, wherein the piston and the piston rod have inlet passage holes communicating with the upper and lower chambers of a single piston cylinder; the air inlet valve is arranged at the top of the piston, the central through hole is axially arranged on the piston rod, the ejector rod penetrates through the central through hole of the piston rod and is connected with the air inlet valve seat, the air inlet valve is fixed on the air inlet valve seat, the spring is arranged between the air inlet valve seat and the piston, the cam is arranged on the input shaft of the transmission device, and the bottom end of the ejector rod is connected with the cam through the rolling bearing.

3. The crankless engine according to claim 1, wherein the piston rod is sealingly connected to the piston cylinder by an O-ring, and the piston rod is provided with a check valve which is connected to the electric turbocharger via an intake passage of the housing.

4. The crankless engine according to claim 1, wherein the transmission comprises a main shaft, an input shaft, a fixed gear; the main shaft is longitudinally fixed in the middle of the shell, the fixed gear is fixed in the shell, and the input shaft is eccentrically arranged on the main shaft; the input shaft comprises an eccentric wheel positioned at the outer end, a gear part longitudinally and fixedly connected with the eccentric wheel and an interface end longitudinally and fixedly connected with the gear part, the gear part is meshed with a fixed gear, and the gear number of the gear part and the gear ratio of the fixed gear are 1:2, the interface end is connected with the main shaft through a bearing; the end parts of the two piston rods are sleeved on the eccentric wheel.

5. The crankless engine according to claim 4, wherein the ends of the two piston rods are fixed together by screws, the ends of the piston rods are semicircular, the two semicircular ends are combined into a center circle, the bearing bush is fixed on the center circle and sleeved on an eccentric shaft of the input shaft, and the eccentric shaft is provided with a cam which rotates along with the eccentric shaft.