CN215830596U - Engine - Google Patents

Abstract

The utility model relates to an engine, which comprises a first cylinder and a second cylinder which are oppositely arranged, and further comprises a first crank gear, a second crank gear, a third crank gear and a fourth crank gear which are arranged between the first cylinder and the second cylinder, wherein the four crank gears are arranged in the same plane and are arranged in four corners, an output shaft penetrates through a middle gap of the four crank gears so as to be arranged between the first cylinder and the second cylinder in a centering way, the crank gears are connected with cylinder pistons through connecting rods, two pairs of meshing gears are formed in the four crank gears and are in transmission connection with the output shaft through a gear train, and therefore the first cylinder and the second cylinder are synchronously transmitted to the output shaft. The utility model utilizes the connecting rod to connect the piston and the crank gear to replace a crankshaft in the prior art to transmit the power of the cylinder, and simultaneously, the output shaft of the engine is also the camshaft for controlling the air valve of the cylinder, thereby improving the stability of the engine, simplifying the structure, reducing the number of components, lowering the cost and reducing the occupied space.

Description

Engine

Technical Field

The utility model relates to an engine, in particular to a horizontally opposed engine, and relates to improvement of a transmission mechanism in the horizontally opposed engine.

Background

The conventional engine generally adopts a crankshaft as a power output shaft, the crankshaft is provided with a crank throw in a shape like a Chinese character 'ji', a dynamic balance problem exists in the motion process, the engine runs unstably at low rotating speed, and after the rotating speed is increased, the maximum rotating speed of the engine is limited due to great instability factors brought to the engine by the asymmetry of the crankshaft. Moreover, the crankshaft structure is long and heavy, and the reaction speed is slow in the acceleration process of the engine.

In addition, in the prior art, an output shaft of an engine and a camshaft for controlling a valve mechanism of the engine are generally two separate mechanisms, and based on the position of each cylinder and the time difference of stroke, each cylinder may need to be separately provided with one camshaft to control air inlet and outlet, so that the engine structure is very complicated and occupies a large space.

SUMMERY OF THE UTILITY MODEL

Therefore, the utility model provides an engine with an optimized structure aiming at the problems.

The utility model is realized by adopting the following technical scheme:

the utility model provides an engine, which comprises a first cylinder and a second cylinder which are oppositely arranged, wherein the first cylinder and the second cylinder are respectively provided with a first piston and a second piston, and the engine is characterized in that: the cylinder piston is characterized by further comprising a first crank gear, a second crank gear, a third crank gear and a fourth crank gear which are arranged between the first cylinder and the second cylinder, the first crank gear, the second crank gear, the third crank gear and the fourth crank gear are arranged in the same plane and are arranged in four corners, the relative arrangement direction of the first cylinder and the second cylinder is the left-right direction, the first crank gear and the third crank gear are arranged in a left-right contraposition mode, the second crank gear and the fourth crank gear are arranged in a left-right contraposition mode, a first piston is in transmission connection with the first crank gear and the second crank gear through two connecting rods respectively, a second piston is in transmission connection with the third crank gear and the fourth crank gear through two connecting rods respectively, the output shaft penetrates through middle gaps of the first crank gear, the second crank gear, the third crank gear and the fourth crank gear, the first crank gear and the second crank gear are meshed into a pair, the third crank gear and the fourth crank gear are meshed into a pair, or the first crank gear and the third crank gear are meshed into a pair, the second crank gear and the fourth crank gear are meshed into a pair, and the two pairs of meshed gears are in transmission connection with the output shaft through a gear train so that the first piston and the second piston are synchronously transmitted to the output shaft.

Preferably, the output shaft is connected with a first connecting gear in a shaft hub manner, a gear shaft of the first crank gear and a gear shaft of the fourth crank gear or a gear shaft of the second crank gear and a gear shaft of the third crank gear are respectively connected with a second connecting gear and a third connecting gear in a shaft hub manner, and the second connecting gear and the third connecting gear are simultaneously meshed with the first connecting gear to realize the transmission connection of the two pairs of meshed gears and the output shaft.

Preferably, the second connecting gear and the third connecting gear are both in a speed reducing driving relationship with the first connecting gear.

Preferably, the gear ratio of the second connecting gear or the third connecting gear to the first connecting gear is 1:2, the output shaft is further connected with a cam in a shaft hub mode, and the cam is matched with the valve opening and closing mechanism to control air inlet and air outlet of the first cylinder and the second cylinder simultaneously.

Preferably, the first crank gear, the second crank gear, the third crank gear and the fourth crank gear are further provided with a balancing weight.

Preferably, the rotating shafts of the first crank gear, the second crank gear, the third crank gear and the fourth crank gear also output power.

The utility model has the following beneficial effects: the utility model utilizes the connecting rod to connect the piston and the crank gear to replace a crankshaft in the prior art to transmit the power of the cylinder, so that the motion of the engine is more stable. The crank gear is used as a revolving body, has uniform mass and smaller size, and can improve the response speed of the engine and increase the rotating speed. Meanwhile, the output shaft of the engine is also a camshaft for controlling the air valve of the cylinder, so that the structure is simplified, the number of components is reduced, the cost is reduced, and the occupied space is reduced.

Drawings

FIG. 1 is a front view of an engine in embodiment 1;

FIG. 2 is a rear view of the engine in embodiment 1;

FIG. 3 is a plan view of the engine in embodiment 1;

FIG. 4 is a schematic perspective view (angle one) of the engine in embodiment 1;

FIG. 5 is a schematic perspective view (angle two) of the engine in embodiment 1;

fig. 6 is a front view of the engine in embodiment 2.

Detailed Description

To further illustrate the various embodiments, the utility model provides the accompanying drawings. The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate embodiments of the utility model and, together with the description, serve to explain the principles of the embodiments. Those skilled in the art will appreciate still other possible embodiments and advantages of the present invention with reference to these figures. Elements in the figures are not drawn to scale and like reference numerals are generally used to indicate like elements.

The utility model will now be further described with reference to the accompanying drawings and detailed description.

Example 1:

referring to fig. 1 to 5, as a preferred embodiment of the present invention, an engine, specifically, a horizontally opposed engine is provided, which includes a first cylinder 5 and a second cylinder 6 that are disposed opposite to each other, and further includes a transmission system disposed between the first cylinder 5 and the second cylinder 6, where the transmission system includes a first crank gear 1, a second crank gear 2, a third crank gear 3, and a fourth crank gear 4, the first crank gear 1, the second crank gear 2, the third crank gear 3, and the fourth crank gear 4 are disposed in the same plane and are disposed at four corners, and a relative disposition direction of the first cylinder 5 and the second cylinder 6 is defined as a left-right direction, where the first crank gear 1 and the third crank gear 3 are disposed in a left-right alignment, and the second crank gear 2 and the fourth crank gear 4 are disposed in a left-right alignment.

The first cylinder 5 has a first piston (not shown) and the second cylinder 6 has a second piston (not shown), and the two ends of the first connecting rod 51 are respectively hinged on the first piston and the first crank gear 1; the two ends of the second connecting rod 52 are respectively hinged on the first piston and the second crank gear 2; two ends of the third connecting rod 61 are respectively hinged on the second piston and the third crank gear 3; the two ends of the fourth connecting rod 62 are hinged to the second piston and the fourth crank gear 4, respectively. So that: when the first piston performs the motion stroke, the first connecting rod 51 and the second connecting rod 52 drive the first crank gear 1 and the second crank gear 2 to rotate, and when the second piston performs the motion stroke, the third connecting rod 61 and the fourth connecting rod 62 drive the third crank gear 3 and the fourth crank gear 4 to rotate.

The output shaft 7 passes through the intermediate spaces of the first crank gear 1, the second crank gear 2, the third crank gear 3, and the fourth crank gear 4 so as to be disposed centrally between the first cylinder 5 and the second cylinder 6. The output shaft 7 is keyed (other hub connections may be used) with a first connecting gear 10. The first crank gear 1 and the second crank gear 2 are engaged in a pair, and the third crank gear 3 and the fourth crank gear 4 are engaged in a pair. The rotary shaft of the first crank gear 1 is further connected with a second connecting gear 11 in a key mode (other shaft hub connection modes can be adopted), the rotary shaft of the fourth crank gear 4 is further connected with a third connecting gear 12 in a key mode) and a third connecting gear 12 is arranged, the second connecting gear 11 and the third connecting gear 12 are both meshed with the first connecting gear 10, and therefore the first crank gear 1, the second crank gear 2, the third crank gear 3 and the fourth crank gear 4 are in transmission connection, and synchronous motion of two pairs of meshed gears is achieved. Through the transmission connection of the first connecting gear 10, the second connecting gear 11 and the third connecting gear 12, the first piston and the second piston are both transmitted to the output shaft 7, and the output shaft 7 outputs power.

The embodiment replaces the crankshaft in the prior art with the connecting rod connecting piston and the crank gear to transmit the power of the cylinder, so that the motion of the engine is smoother. The crank gear is used as a revolving body, has uniform mass and smaller size, and can improve the response speed of the engine and increase the rotating speed.

Because one end of the connecting rod (such as the first connecting rod 51) is hinged on the crank gear (such as the first crank gear 1), in order to further perfect the dynamic balance, a counterweight (such as the counterweight 13 on the first crank gear 1) can be further arranged on the crank gear, and the rotation inertia of the crank gear is improved.

Because this embodiment has set up the crank gear that four corners were arranged for output shaft 7 can pass through the central space setting of four crank gears, has practiced thrift the space on the one hand and has taken up, and on the other hand output shaft 7 is the centering setting between first cylinder 5 and second cylinder 6, because first cylinder 5 and second cylinder 6 are counterpoint to set up, consequently can install the cam on output shaft 7, the business turn over gas of cooperation valve starting and stopping mechanism realization first cylinder 5 and second cylinder 6 simultaneously, that is to say, output shaft 7 of engine is the camshaft of control cylinder valve in this embodiment. As shown in the attached drawings, the output shaft 7 is keyed (or connected in other shaft hub modes) to have a first cam 8 and a second cam 9, which drive a first valve opening and closing mechanism 14 and a second valve opening and closing mechanism 15 to realize the air inlet and outlet of the first cylinder 5 and the second cylinder 6. The fact that the valve is opened and closed by the cam cooperating with the valve opening and closing mechanism is a conventional technology in the field, and any movable or rotary valve opening and closing mechanism is feasible, and the embodiment is not specifically developed.

Meanwhile, it is worth to be noted that the number of teeth of the first connecting gear 10 is twice that of the second connecting gear 11 (third connecting gear 12), so that on one hand, during transmission, the output shaft 7 undergoes one-time speed reduction transmission to improve torque, and on the other hand, the period of the first cam 8 and the second cam 9 is half of that of the first piston and the second piston, so that the first cam 8 and the second cam 9 can be matched with the first cylinder 5 and the second cylinder 6 which are asynchronously ignited at the same time.

Because this embodiment has set up four crank gears, the pivot of crank gear also can be regarded as extra output shaft to for the engine of this embodiment provides stronger functionality, in the practical application, can use the pivot of crank gear as the power supply, devices such as external generator, water pump and oil pump.

Example 2:

referring to fig. 6, the present embodiment provides an engine, which has substantially the same structure as the engine of embodiment 1, except that:

1. in embodiment 1, the first crank gear 1 and the second crank gear 2 are engaged as a pair, and the third crank gear 3 and the fourth crank gear 4 are engaged as a pair, while in this embodiment, the first crank gear 1 'and the third crank gear 3' are engaged as a pair, and the second crank gear 2 'and the fourth crank gear 4' are engaged as a pair, and the effect is the same as that of embodiment 1;

2. in embodiment 1, the second connecting gear 11 is keyed to the rotating shaft of the first crank gear 1, and the third connecting gear 12 is keyed to the rotating shaft of the fourth crank gear 4, in this embodiment, the second connecting gear 11 'is keyed to the rotating shaft of the third crank gear 3', and the third connecting gear 12 'is keyed to the second crank gear 2', and the effect is the same as that of embodiment 1.

While the utility model has been particularly shown and described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the utility model as defined by the appended claims.

Claims (6)

1. An engine, includes relative first cylinder and the second cylinder that sets up, first cylinder and second cylinder have first piston and second piston respectively, its characterized in that: the piston cylinder is characterized by further comprising a first crank gear, a second crank gear, a third crank gear and a fourth crank gear which are arranged between the first cylinder and the second cylinder, the first crank gear, the second crank gear, the third crank gear and the fourth crank gear are arranged in the same plane and are arranged in four corners, the relative arrangement direction of the first cylinder and the second cylinder is taken as the left-right direction, the first crank gear and the third crank gear are arranged in a left-right contraposition mode, the second crank gear and the fourth crank gear are arranged in a left-right contraposition mode, a first piston is in transmission connection with the first crank gear and the second crank gear through two connecting rods, and a second piston is in transmission connection with the third crank gear and the fourth crank gear through two connecting rods,

and an output shaft which penetrates through the middle gaps of the first crank gear, the second crank gear, the third crank gear and the fourth crank gear so as to be arranged between the first cylinder and the second cylinder in a centering way,

the first crank gear and the second crank gear are meshed into a pair, the third crank gear and the fourth crank gear are meshed into a pair, or the first crank gear and the third crank gear are meshed into a pair, the second crank gear and the fourth crank gear are meshed into a pair,

the two pairs of meshing gears are in transmission connection with the output shaft through a gear train, so that the first piston and the second piston synchronously transmit to the output shaft.

2. The engine of claim 1, wherein: the output shaft is provided with a first connecting gear in a shaft hub connection mode, a gear shaft of the first crank gear and a gear shaft of the fourth crank gear or a gear shaft of the second crank gear and a gear shaft of the third crank gear are respectively provided with a second connecting gear and a third connecting gear in a shaft hub connection mode, and the second connecting gear and the third connecting gear are meshed with the first connecting gear simultaneously to achieve transmission connection of the two pairs of meshing gears and the output shaft.

3. The engine of claim 2, wherein: the second connecting gear and the third connecting gear form a speed reduction transmission relationship with the first connecting gear.

4. The engine of claim 3, wherein: the gear ratio of the second connecting gear or the third connecting gear to the first connecting gear is 1:2, a cam is connected to the output shaft in a shaft hub mode, and the cam is matched with the valve opening and closing mechanism to control air inlet and air outlet of the first cylinder and the second cylinder simultaneously.

5. The engine of claim 1, wherein: and the first crank gear, the second crank gear, the third crank gear and the fourth crank gear are also provided with balancing weights.

6. The engine of claim 1, wherein: the rotating shafts of the first crank gear, the second crank gear, the third crank gear and the fourth crank gear also output power.

Images