CN212027931U - In-line engine - Google Patents
In-line engine Download PDFInfo
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- CN212027931U CN212027931U CN202020064005.1U CN202020064005U CN212027931U CN 212027931 U CN212027931 U CN 212027931U CN 202020064005 U CN202020064005 U CN 202020064005U CN 212027931 U CN212027931 U CN 212027931U
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- connecting rod
- piston
- cylinder
- crankshaft
- swing arm
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- 230000007246 mechanism Effects 0.000 claims abstract description 18
- 238000005299 abrasion Methods 0.000 abstract description 5
- 230000008859 change Effects 0.000 abstract description 4
- 230000002035 prolonged effect Effects 0.000 abstract description 4
- 238000000034 method Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 230000006872 improvement Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000000576 coating method Methods 0.000 description 2
- 238000003754 machining Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
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Abstract
An in-line engine comprises more than one cylinder, a connecting rod mechanism and a crankshaft, wherein the cylinder drives the crankshaft through the connecting rod mechanism, the cylinder comprises a cylinder body, a piston and a first connecting rod, the piston and the first connecting rod are arranged in the cylinder body, the connecting rod assembly comprises a fixed shaft, a swing arm and a second connecting rod, the swing arm and the second connecting rod are pivoted on the fixed shaft, one end of the first connecting rod is connected with the piston, one end of the second connecting rod is connected with the crankshaft, and the other ends of the first connecting rod and the second connecting rod are hinged with the swing arm through a pin. The utility model has simple structure, does not need to change the traditional cylinder structure and crankshaft structure, and can add a connecting rod mechanism; the abrasion of the piston and the cylinder body can be reduced, and the service life of the cylinder is prolonged; the smaller the friction force received by the piston, the greater the thrust force it outputs, and therefore the greater the output torque of the crankshaft.
Description
Technical Field
The utility model relates to an internal combustion engine, especially an in-line engine.
Background
The current engine generally comprises a cylinder and a crankshaft, wherein one end of a piston connecting rod of the cylinder is hinged, and the other end of the connecting rod is hinged with a connecting rod crank neck of the crankshaft. When the engine crank connecting rod mechanism runs in an engine body, the piston reciprocates up and down, and when the piston tends to top and bottom dead points, the skirt part of the piston can be instantaneously contacted and impacted with the inner wall of the piston cylinder sleeve under the guiding action. Particularly, at the top dead center of the working stroke, the piston bears great explosion pressure and high-temperature thermal deformation, and the skirt part of the piston bears great positive pressure and expansion, so that serious friction and abrasion occur between the piston and the cylinder sleeve. At the same time, the piston and the cylinder sleeve can generate violent vibration and noise. Especially for high load and high speed engines, the frictional wear of the piston skirt is more severe, reducing the life of the piston. The technical means adopted at present for reducing the frictional wear of the piston skirt part is as follows: firstly, a low-friction coating technology is carried out on the skirt part of the piston and the inner wall of the cylinder sleeve, but the adoption of the method brings about the defects that the more complicated coating process can reduce the yield of the piston, greatly increases the processing cost of the piston and further increases the development cost of the engine. Secondly, the method of asymmetric design of the skirt part of the piston is adopted, and the method directly results in that the structure machining process is relatively complex, the machining cost of the piston is also greatly increased, and the development cost of the engine is also increased.
Disclosure of Invention
The utility model aims to solve the technical problem that an in-line engine is provided, reduce the friction between piston and the cylinder body, increase the life-span of cylinder, improve the output thrust of cylinder.
In order to solve the technical problem, the technical scheme of the utility model is that: an in-line engine comprises more than one cylinder, a connecting rod mechanism and a crankshaft, wherein the cylinder drives the crankshaft through the connecting rod mechanism, the cylinder comprises a cylinder body, a piston and a first connecting rod, the piston and the first connecting rod are arranged in the cylinder body, the connecting rod assembly comprises a fixed shaft, a swing arm and a second connecting rod, the swing arm and the second connecting rod are pivoted on the fixed shaft, one end of the first connecting rod is connected with the piston, one end of the second connecting rod is connected with the crankshaft, and the other ends of the first connecting rod and the second connecting rod are hinged with the swing arm through a pin. The utility model discloses the principle: the utility model discloses increase link mechanism on traditional engine basis, the first connecting rod of being connected with cylinder piston passes through the swing arm and drives the second connecting rod of being connected with the bent axle, the swing arm luffing motion in limited range, not only can transmit the thrust of cylinder to the bent axle and make its continuous cycle rotate, can reduce the skew angle of first connecting rod moreover, the skew angle of first connecting rod is more or less, pressure between piston and the cylinder body is more or less, frictional force between piston and the cylinder body is more or less more less. The utility model has simple structure, does not need to change the traditional cylinder structure and crankshaft structure, and can add a connecting rod mechanism; the abrasion of the piston and the cylinder body can be reduced, and the service life of the cylinder is prolonged; the smaller the friction force received by the piston, the greater the thrust force it outputs, and therefore the greater the output torque of the crankshaft.
As an improvement, the swing arm comprises a rotating sleeve sleeved on the fixed shaft and a U-shaped fork arranged on the rotating sleeve, and one ends of the first connecting rod and the second connecting rod are hinged with the U-shaped fork through a pin shaft.
As an improvement, when the piston is positioned at the top dead center, the connecting rod is cranked to the top of the crankshaft, and the included angle between the first connecting rod and the second connecting rod is a zero angle.
As an improvement, four cylinders are arranged in total, and swing arms of four connecting rod mechanisms corresponding to the four cylinders are pivoted on the same fixed shaft.
Compared with the prior art, the utility model the beneficial effect who brings is:
a connecting rod mechanism is added on the basis of a traditional engine, a first connecting rod connected with a cylinder piston drives a second connecting rod connected with a crankshaft through a swing arm, the swing arm swings up and down within a limited range, not only can the thrust of the cylinder be transmitted to the crankshaft and the crankshaft continuously and circularly rotates, but also the offset angle of the first connecting rod can be reduced, the smaller the offset angle of the first connecting rod is, the smaller the pressure between the piston and a cylinder body is, and the smaller the friction force between the piston and the cylinder body is. The utility model has simple structure, does not need to change the traditional cylinder structure and crankshaft structure, and can add a connecting rod mechanism; the abrasion of the piston and the cylinder body can be reduced, and the service life of the cylinder is prolonged; the smaller the friction force received by the piston, the greater the thrust force it outputs, and therefore the greater the output torque of the crankshaft.
Drawings
Fig. 1 is a perspective view of the present invention.
Fig. 2 is a front view of the present invention.
Fig. 3 is a side view of the present invention.
Fig. 4 is a schematic view of a swing arm structure.
Fig. 5 is a connection diagram of the piston at the top dead center.
Fig. 6 is a connection relation diagram of the swing arm in a horizontal state.
FIG. 7 is a connection diagram of the piston at the bottom dead center.
Fig. 8 is a conventional engine connection diagram.
Detailed Description
The present invention will be further described with reference to the accompanying drawings.
An in-line engine comprises more than one cylinder, a connecting rod mechanism and a crankshaft, wherein the cylinder drives the crankshaft through the connecting rod mechanism.
As shown in fig. 1 to 3, the cylinder is a common cylinder, and includes a cylinder body 1, a piston 8 disposed in the cylinder body 1, and a first connecting rod 7, the first connecting rod 7 is connected to the piston 8, and the cylinder body 1 is fixed on the machine body. In the embodiment, four cylinders are arranged in series, and the engine completes four processes of air intake, compression, work application, exhaust and the like in four piston 8 strokes, namely only one process is carried out in one piston 8 stroke.
The crankshaft 6 is a common crankshaft, and includes a main journal, a connecting rod journal, a crank, a balance block, a front end, and a rear end.
As shown in fig. 1 to 3, the connecting rod assembly includes a fixed shaft 2, a swing arm 3 pivoted on the fixed shaft 2, and a second connecting rod 5. Each cylinder corresponds to a swing arm 3, the swing arms 3 are coaxial and are pivoted on the same fixed shaft 2, the fixed shaft 2 is fixed on the machine body, and the axis of the fixed shaft 2 is parallel to the axis of the crankshaft 6. As shown in fig. 4, the swing arm 3 includes a rotating sleeve 31 sleeved on the fixed shaft 2 and a U-shaped fork 32 arranged on the rotating sleeve 31, two fork plates of the U-shaped fork 32 are provided with hinge holes, and the distance between the two fork plates can accommodate the connectors of the first connecting rod 7 and the second connecting rod 5 side by side. One end of the first connecting rod 7 is connected with the piston 8, one end of the second connecting rod 5 is connected with a connecting rod journal of the crankshaft 6, and the other ends of the first connecting rod 7 and the second connecting rod 5 are hinged with the U-shaped fork 32 through a pin shaft. As shown in fig. 5, when the piston 8 moves to the top dead center, the swing arm 3 swings upward to the highest point around the fixed shaft 2, the connecting rod crank neck connected with the second connecting rod 5 rotates to the top of the crankshaft 6, the included angle between the first connecting rod 7 and the second connecting rod 5 is a zero angle, and at this time, the first connecting rod 7 is in the center line position and has no angular deviation; as shown in fig. 6, when the piston 8 moves downward, the swing arm 3 swings downward and drives one end of the first link 7 to move downward and outward, so that the first link 7 undergoes angular deviation, and when the swing arm 3 swings to a horizontal state, the deviation angle a1 of the first link 7 is the maximum deviation angle of the first link in the whole process; as shown in fig. 8, the conventional piston rod is directly connected to the crankshaft, when the crank neck of the connecting rod is turned to the middle part, the offset angle a2 of the connecting rod is the maximum offset angle, and due to the connection structure, the offset angle a1 of the piston rod of the present invention is much smaller than the offset angle a2 of the conventional piston rod; as shown in fig. 7, when the piston 8 moves to the bottom dead center, the swing arm 3 swings downward to the lowest point around the fixed shaft 2, the connecting rod crank neck connected to the second connecting rod 5 rotates to the bottom of the crankshaft 6, the included angle between the first connecting rod 7 and the second connecting rod 5 is zero, and at this time, the first connecting rod 7 is at the center line position and has no angular offset.
The utility model discloses the principle: the utility model discloses increase link mechanism on traditional engine basis, first connecting rod 7 of being connected with cylinder piston 8 passes through swing arm 3 and drives second connecting rod 5 of being connected with bent axle 6, swing arm 3 luffing motion in the finite range, not only can transmit the thrust of cylinder to bent axle 6 and make its continuous cycle rotate, and can reduce first connecting rod 7's skew angle, first connecting rod 7's skew angle is more and more small, pressure between piston 8 and the cylinder body 1 is just more and more small, frictional force between piston 8 and the cylinder body 1 is just more and more small. The utility model has simple structure, does not need to change the traditional cylinder structure and the crankshaft 6 structure, and can add a connecting rod mechanism; the abrasion between the piston 8 and the cylinder body 1 can be reduced, and the service life of the cylinder is prolonged; the smaller the frictional force received by the piston 8, the greater the thrust force it outputs, and therefore the greater the output torque of the crankshaft 6.
Claims (4)
1. An in-line engine, characterized by: the cylinder drives the crankshaft through the connecting rod mechanism, the cylinder comprises a cylinder body, a piston and a first connecting rod, the piston and the first connecting rod are arranged in the cylinder body, the connecting rod mechanism comprises a fixed shaft, a swing arm and a second connecting rod, the swing arm and the second connecting rod are pivoted on the fixed shaft, one end of the first connecting rod is connected with the piston, one end of the second connecting rod is connected with the crankshaft, and the other ends of the first connecting rod and the second connecting rod are hinged with the swing arm through a pin shaft.
2. An in-line engine as set forth in claim 1, wherein: the swing arm comprises a rotating sleeve sleeved on the fixed shaft and a U-shaped fork arranged on the rotating sleeve, and one ends of the first connecting rod and the second connecting rod are hinged with the U-shaped fork through a pin shaft.
3. An in-line engine as set forth in claim 1, wherein: when the piston is positioned at the top dead center, the connecting rod is bent to the top of the crankshaft, and the included angle between the first connecting rod and the second connecting rod is a zero angle.
4. An in-line engine as set forth in claim 1, wherein: the four cylinders are arranged in total, and the swing arms of the four link mechanisms corresponding to the four cylinders are pivoted on the same fixed shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020064005.1U CN212027931U (en) | 2020-01-13 | 2020-01-13 | In-line engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020064005.1U CN212027931U (en) | 2020-01-13 | 2020-01-13 | In-line engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212027931U true CN212027931U (en) | 2020-11-27 |
Family
ID=73487072
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020064005.1U Expired - Fee Related CN212027931U (en) | 2020-01-13 | 2020-01-13 | In-line engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212027931U (en) |
-
2020
- 2020-01-13 CN CN202020064005.1U patent/CN212027931U/en not_active Expired - Fee Related
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| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20201127 |
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| CF01 | Termination of patent right due to non-payment of annual fee |