CN220248210U - Internal combustion engine with three-fork crankshaft with balancer - Google Patents

Abstract

The application discloses an internal combustion engine of three fork type bent axle area balancers to solve the problem that every cylinder of internal combustion engine that prior art exists adopts two balancing weights, and the during operation stationarity is poor and there is serious vibrations, the phenomenon of shake. The application comprises the following steps: the crank connecting rod mechanism and the piston connecting rod assembly are characterized in that two balancing weights are arranged at the lower parts of crank arms at two sides of each cylinder, so that a crank arm and the two balancing weights form a three-fork-shaped crankshaft, and a balancer is arranged in each balancing weight; the internal combustion engine has the advantages of simple structure, less improved parts compared with the existing internal combustion engine, simple and convenient manufacturing process, little cost rise and wide applicability; through increasing a balancing piece in the lower part of every crank arm, each cylinder corresponds two balancing pieces promptly to set up the balancer in the inside of every balancing piece, effectively improved the operational stability of internal-combustion engine, reduced the phenomenon that shakes and appear, make internal-combustion engine balanced operation work, and then improved the work efficiency of engine.

Description

Internal combustion engine with three-fork crankshaft with balancer

Technical Field

The application relates to the technical field of internal combustion engines, in particular to an internal combustion engine with a three-fork type crankshaft and a balancer.

Background

An internal combustion engine is a power machine that is a heat engine that directly converts heat energy emitted by fuel that burns inside the machine into power. Common internal combustion engines include diesel engines and gasoline engines, and the gas with high temperature and high pressure generated during combustion is utilized to push pistons so as to drive wheels to advance; the work cycle consists of the processes of intake, compression, combustion and expansion, exhaust, etc.

The prior internal combustion engine is provided with two balancing weights for each cylinder, and only one-way eccentric pulling force can be generated to balance vibration and shake generated by a connecting rod, a piston, a crank arm and a connecting rod journal, so that the internal combustion engine works in a non-stable manner, serious vibration and shake phenomena exist, and the working efficiency is reduced.

Disclosure of Invention

Therefore, the application provides an internal combustion engine with a three-fork type crankshaft with a balancer, so as to solve the problems that the prior internal combustion engine adopts two balancing weights for each cylinder, has poor stability during working and has serious vibration and shaking phenomena.

In order to achieve the above object, the present application provides the following technical solutions:

an internal combustion engine having a three-way crankshaft with a balancer, comprising: the crank connecting rod mechanism comprises a crankshaft and crank arms, a connecting rod journal is connected between the two crank arms, and a piston connecting rod assembly is arranged on the connecting rod journal; the piston connecting rod assembly is arranged in a cylinder, a cylinder cover is arranged on the cylinder, an intake valve, an exhaust valve and an ignition structure are arranged in the cylinder cover, and an intake camshaft and an exhaust camshaft are respectively arranged at the upper ends of the intake valve and the exhaust valve; the lower parts of the two crank arms are respectively connected with two balancing weights, so that the crank arms and the two balancing weights form a three-fork type crank shaft.

Optionally, one or more balancers are arranged in the balance weight;

optionally, the included angle between the two balancing weights is 80-140 degrees;

the outer circular arc size range value of each balance block is between a circular arc corresponding to 60 degrees and a circular arc corresponding to 100 degrees.

Optionally, a first through hole is penetrated in the balance block along the axial direction, the balance is divided into a left half balance and a right half balance, the left half balance and the right half balance are respectively connected with the first through hole in an adaptive manner, and the left half balance and the right half balance are fixedly connected.

Optionally, a circle of first protrusions are radially arranged on the inner wall of the balance block, so that two inner concave surfaces are formed on two sides of the first protrusions, the left half balancer is matched with the inner concave surface on the left side, and the right half balancer is matched with the inner concave surface on the right side;

the left half balancer is connected with the right half balancer through rivets.

Optionally, the balancer is made of a rigid material.

Optionally, a third through hole is penetrated in the balance block along the axial direction, and the third through hole is a stepped hole and is used for installing a balancer;

a circle of second bulges are arranged in the middle of the balancer, a circle of first concave areas are arranged in the center of the inner wall of the balancing weight correspondingly, and the first concave areas are used for accommodating the second bulges; one side of the first concave area is provided with a second concave area, the depth of the second concave area is deeper than that of the first concave area, a concave structural member is arranged between the second concave area and the balancer, the concave structural member and the central clamping ring groove of the second concave area are combined into a complete clamping groove, and the clamping groove is used for accommodating the clamping ring.

Optionally, gaps are arranged between the balancer and the third through hole, between the concave structural member and the balancer, and between the concave structural member and the second concave region.

Alternatively, the "three-fork" crankshaft is used in the manufacture of internal combustion engines of various diesel engines, gasoline engines, and various liquefied gasoline engines 1 cylinder, 2 cylinder, 3 cylinder, 4 cylinder, 5 cylinder, 6 cylinder, 8 cylinder, 12 cylinder, 16 cylinder.

Optionally, the balancer is used for being arranged on various internal combustion engine balancing weights, various booster flywheels at the front end, the rear end or the middle of the crankshaft, a starting gear disc, a power output gear or balancing shaft balancing weights.

Compared with the prior art, the application has the following beneficial effects:

1. the application provides an internal combustion engine with a three-fork type crankshaft with a balancer, wherein two balancing weights are arranged at the lower parts of crank arms at two sides of a cylinder, so that a crank arm and the two balancing weights form a three-fork type crankshaft; the internal combustion engine has simple structure, less improved parts compared with the existing internal combustion engine, simple and convenient manufacturing process, little cost rise and wide applicability, and can be applied to the manufacturing of various existing internal combustion engines; through increasing a balancing piece in the lower part of every crank arm, every cylinder corresponds two balancing pieces promptly, has effectively improved the operational stability of internal-combustion engine, has reduced the phenomenon that shakes and shakes for internal-combustion engine can balanced operation work, and then has improved the work efficiency of engine.

2. The internal balance weight balancing device is further provided with the balancer in each balance weight, so that the working stability of the internal combustion engine is further improved, and vibration and shake are reduced.

3. The balancer can be arranged on the booster flywheel or the starting disk at the front end, the rear end or the middle of various existing internal combustion engines, has high applicability and effectively reduces the vibration of the internal combustion engines.

4. The balancer is divided into a left half balancer and a right half balancer, the inner side of the left half balancer is provided with a concave part, the inner side of the right half balancer is provided with a convex part matched with the concave part, and when the balancer is installed with a balancing block, the balancer is connected with the balancing block through the matching of the concave part and the convex part and through rivets, so that the left half balancer and the right half balancer cannot move up and down or left and right, and the working stability of the internal combustion engine is further improved.

Drawings

For a more visual illustration of the prior art and the present application, several exemplary drawings are presented below. It should be understood that the specific shape and configuration shown in the drawings should not be considered in general as limiting upon the practice of the present application; for example, based on the technical concepts and exemplary drawings disclosed herein, those skilled in the art have the ability to easily make conventional adjustments or further optimizations for the add/subtract/assign division, specific shapes, positional relationships, connection modes, dimensional scaling relationships, etc. of certain units (components).

Fig. 1 is a schematic structural diagram provided in a first embodiment of the present application;

FIG. 2 is a cross-sectional view I of FIG. 1;

FIG. 3 is a second cross-sectional view of FIG. 1;

FIG. 4 is a schematic view of the crank arm and the weight shown in FIG. 3;

FIG. 5 is a second schematic structural view of the crank arm and the weight of FIG. 3;

FIG. 6 is a cross-sectional view of the counterweight of FIG. 3 with a balancer mounted thereon;

fig. 7 is a schematic structural view of the balancer of fig. 6;

fig. 8 is a schematic structural diagram of a counterweight provided in a second embodiment of the present application;

FIG. 9 is an exploded view I provided in FIG. 8;

FIG. 10 is a second exploded view provided in FIG. 8;

FIG. 11 is a partial schematic view of the weight provided in FIG. 8;

FIG. 12 is a cross-sectional view of the counterweight of FIG. 8, and an enlarged view of a portion A thereof;

fig. 13 is a schematic view of the snap ring of fig. 9.

Fig. 14 is a schematic view showing five structures of the balancer of fig. 1 mounted on a conventional balancer;

fig. 15 is a schematic view showing three structures of a basic three-fork crankshaft without balancer, with one balancer and with two balancers according to the first embodiment of the present application;

fig. 16 is a schematic diagram of three structures without balancer, with one balancer and with two balancers in a three-fork crankshaft with an included angle of 100 ° between center lines formed by inward contraction of two balancers according to the first embodiment of the present application;

fig. 17 is a schematic diagram of three structures without balancer, with one balancer and with two balancers in a three-fork crankshaft with an included angle of 80 ° between two center lines formed by inward contraction of two balancers according to the first embodiment of the present application;

fig. 18 is a schematic diagram of three structures of a three-fork crankshaft formed by outward expansion of two counterweights without a balancer, with one balancer and with two balancers according to the first embodiment of the present application;

FIG. 19 is a schematic view showing three structures of a weight with varying dimensions according to the first embodiment of the present disclosure;

FIG. 20 is a second schematic diagram of three structures of a weight with varying dimensions according to the first embodiment of the present disclosure;

fig. 21 is a schematic diagram of three structures of a weight with a variable dimension according to the first embodiment of the present application.

Reference numerals illustrate:

1. a crank-link mechanism; 101. a crankshaft; 102. a crank arm; 103. a connecting rod journal; 2. a cylinder; 201. cylinder sleeve; 202. a cylinder; 203. a partition plate; 204. a second bolt; 3. a piston-connecting rod assembly; 31. a piston; 32. a piston rod; 4. a balance weight; 41. a first protrusion; 42. a first through hole; 43. a first recessed region; 44. a second recessed region; 5. a balancer; 51. a left half balancer; 511. a recessed portion; 52. a right half balancer; 521. a protruding portion; 53. a second protrusion; 6. a rivet; 7. a cylinder cover; 8. an intake valve; 9. an exhaust valve; 10. an ignition structure; 11. an intake camshaft; 12. an exhaust camshaft; 13. a camshaft support; 14. a concave structural member; 15. a bracket; 151. a first bolt; 16. a belt; 17. a clasp; 171. a second through hole; 18. and a bottom shell.

Detailed Description

The present application is further described in detail below with reference to the attached drawings.

In the description of the present application: unless otherwise indicated, the meaning of "a plurality" is two or more. The terms "first," "second," "third," and the like in this application are intended to distinguish between the referenced objects without a special meaning in terms of technical connotation (e.g., should not be construed as emphasis on degree or order of importance, etc.). The expressions "comprising", "including", "having", etc. also mean "not limited to" (certain units, components, materials, steps, etc.).

The terms such as "upper", "lower", "left", "right", "middle", and the like, as referred to in this application, are generally used for convenience in visual understanding with reference to the drawings, and are not intended to be an absolute limitation of the positional relationship in actual products. Such changes in relative positional relationship are considered to be within the scope of the present description without departing from the technical concepts disclosed herein.

Example 1

An internal combustion engine with a three-way crankshaft having a balancer, as shown in fig. 1-5, comprising: the crank connecting rod mechanism 1, the piston connecting rod assembly 3, the cylinder 2, the intake valve 8 and the exhaust valve 9;

the crank-connecting rod mechanism 1 comprises a crankshaft 101 and crank arms 102, a connecting rod journal 103 is connected between the two crank arms 102, and a piston-connecting rod assembly 3 is arranged on the connecting rod journal 103; the piston connecting rod assembly 3 is arranged in the cylinder 2, the cylinder 2 is provided with a cylinder cover 7, the cylinder cover 7 is internally provided with an intake valve 8, an exhaust valve 9 and an ignition structure 10, and the upper ends of the intake valve 8 and the exhaust valve 9 are respectively provided with an intake camshaft 11 and an exhaust camshaft 12; the ignition structure 10 is a spark plug or a fuel injection nozzle, and if the internal combustion engine is a diesel engine, the fuel injection nozzle is arranged at the top end of the cylinder cover 7; if the internal combustion engine is a gasoline engine or various liquefied gas engines, the top end of the cylinder cover 7 is provided with a spark plug; the intake valve 8 and the exhaust valve 9 are respectively positioned at two sides of the spark plug;

two crank arms 102 are arranged in one cylinder 2, and the lower part of each crank arm 102 is respectively connected with two balancing weights 4, so that the crank arm 102 and the two balancing weights 4 form a three-fork-shaped crankshaft, and one cylinder 2 corresponds to four balancing weights 4; the included angle between the crank arm 102 and the central line between the two balance weights 4 is 120 degrees; the intersection of the crank arm 102 and the two weights 4 is a main journal.

In this embodiment, each balance weight 4 may be provided with a balancer 5, and the balancer 5 is made of a rigid material; one, two or more balancers 5 are arranged in the balance weight 4; when one balancer 5 is provided in the weight 4, the size of the balancer 5 is large, and when a plurality of balancers 5 are provided in the weight 4 of the same size, the size of each balancer 5 is small, and the plurality of balancers 5 are distributed in a circle along the outer circumference of the weight 4, respectively, as shown in a third sub-view in fig. 15.

The crank arm 102 and the two weights 4 connected thereto are at an angle of 120 ° to form a basic or standard shape and form a basic three-prong crankshaft, as shown in fig. 15, wherein: the first auxiliary diagram is a three-fork type crankshaft structure schematic diagram without a balancer, the second auxiliary diagram is a structure schematic diagram with one balancer in the balance block, the third auxiliary diagram is a structure schematic diagram with two balancers in the balance block, and 3, 4 or more balancers are sequentially arranged on the balance block;

the included angle between the central lines of the two balance weights 4 is 80-140 degrees; in practical application, the setting of three fork type bent axle can be with two balancing piece 4 inwards remove 1 ° -20 or less degrees along its central line is synchronous for the angle between the central line of two balancing piece 4 reduces, as shown in fig. 16, and the angle between the central line of two balancing piece 4 is 100, wherein: the first auxiliary diagram is a three-fork type crankshaft structure schematic diagram without a balancer, the second auxiliary diagram is a structure schematic diagram with one balancer arranged in a balancing block, and the third auxiliary diagram is a structure schematic diagram with two balancers arranged in the balancing block; as shown in fig. 17, the angle between the center lines of the two weights 4 is 80 °, wherein: the first auxiliary diagram is a three-fork type crankshaft structure schematic diagram without a balancer, the second auxiliary diagram is a structure schematic diagram with one balancer arranged in a balancing block, and the third auxiliary diagram is a structure schematic diagram with two balancers arranged in the balancing block;

it is also possible to synchronously move the two weights 4 outward by 1 deg. -20 deg. or more degrees along the center lines thereof so that the angle between the center lines of the two weights 4 is enlarged, as shown in fig. 18, taking 130 deg. as an example, in which: the first auxiliary diagram is a three-fork type crankshaft structure schematic diagram without a balancer, the second auxiliary diagram is a structure schematic diagram with one balancer arranged in the balancing block, and the third auxiliary diagram is a structure schematic diagram with two balancers arranged in the balancing block.

A first through hole 42 is penetrated in the balance weight 4 along the axial direction and is used for installing the balancer 5; the balancer 5 is divided into a left half balancer 51 and a right half balancer 52, the left half balancer 51 and the right half balancer 52 are respectively connected with the first through hole 42 in an adaptation manner, and the left half balancer 51 and the right half balancer 52 are fixedly connected.

Preferably, as shown in fig. 3 to 5, a circle of first protrusions 41 is radially provided on the inner wall of the balance weight 4, so that two inner concave surfaces are formed on two sides of the first protrusions 41, the left half balancer 51 is matched with the inner concave surface on the left side, and the right half balancer 52 is matched with the inner concave surface on the right side.

Further preferably, the inner side of the left half balancer 51 is provided with a concave portion 511, and the inner side of the right half balancer 52 is provided with a convex portion 521 fitted to the concave portion 511.

Still further preferably, the left half balancer 51 and the right half balancer 52 are connected by rivets 6; rivet 6 is located at the mating position of the protruding portion 521 and the recessed portion 511; when the left and right balancer 51 and 52 are combined, the concave portion 511 and the convex portion 521 act as a main positive function, so that the circumferential surface is symmetrical, and the balance weight 4 is mounted at the first through hole 42 in the balance weight 4 and is fastened by passing through the rivet 6, so that the balance weight 4 is entirely flat and does not fall off during operation.

When the left half balancer 51 and the right half balancer 52 are integrated, the thickness of the balancer 5 is the same as the thickness of the weight 4; and after the balancer 5 is installed, the balancer 5 and the weight 4 can roll relatively.

The balancer 5 in this embodiment can be mounted on a booster flywheel or various starting discs on the front end or rear end of the crankshaft 101 of an existing internal combustion engine (diesel engine, gasoline engine and various liquefied gas engines), and can be mounted on the balance weight 4 of the three-fork type crankshaft 101 or on the balance weight 4 of various types of existing engines; the three-fork type crankshaft with the balancer 5 can be used for manufacturing and using various diesel engines, gasoline engines, two-stroke engines and four-stroke engines of various liquefied gas engines with more cylinders such as 1 cylinder, 2 cylinder, 3 cylinder, 4 cylinder, 5 cylinder, 6 cylinder and the like; meanwhile, one, two, three or more balancers 5 may be installed per weight 4.

For example, one, two, three or more balancers 5 are built in various fan-shaped crankshaft weights of a conventional internal combustion engine, taking three balancers as an example, as shown in the first sub-diagram in fig. 14; 2. various circular crankshaft weights of the existing internal combustion engine can also be internally provided with one, two, three or more balancers 5, for example, three balancers are internally provided, as shown in a second auxiliary graph in fig. 14; 3. one, two, three or more balancers 5 may be mounted on the balance shaft eccentric weight of the existing internal combustion engine, for example, three balancers are built in, as shown in the third drawing in fig. 14; 4. one, two, three or more balancers 5 may be mounted on various starting discs of the existing internal combustion engine, for example, three balancers are built in, as shown in a fourth sub-view in fig. 14; 5. one, two, three or more balancers 5 may be provided on the power take-off gear of the existing internal combustion engine, for example, three balancers may be provided as shown in the fifth sub-drawing of fig. 14.

When the thickness of the balance weight 4 is large (i.e., the thickness of the balance weight 4 is larger than the diameter thereof), the balancer 5 is of a cylindrical structure; when the thickness of the weight 4 is thin (i.e., the thickness of the weight 4 is smaller than the diameter thereof), the balancer 5 is of a pancake-shaped structure.

In addition, the sizes of the balance weights 4 can be set according to actual needs, outer ring arcs of two balance weights of the three-fork type crankshaft form a virtual circle, the virtual circle is 360 degrees, the minimum size of an outer arc corresponding to each balance weight 4 is an arc corresponding to 60 degrees, and the maximum size of the outer arc is an arc corresponding to 100 degrees.

When the angle between the crank arm 102 and the two weights 4 connected thereto is 120 ° (i.e., the angle between the center lines of the two weights 4 is 120 °), the minimum size of the outer arc corresponding to the weight 4 is the arc corresponding to 60 °, i.e., the outer arc occupies 1/6 of the circumference of the virtual circle, as shown in fig. 19, wherein: the first auxiliary diagram is a three-fork type crankshaft structure schematic diagram without a balancer, the second auxiliary diagram is a structure schematic diagram with one balancer arranged in a balancing block, and the third auxiliary diagram is a structure schematic diagram with two balancers arranged in the balancing block; when the outer arc corresponding to the weight 4 has a size of 80 ° corresponding to the arc, as shown in fig. 20, wherein: the first auxiliary diagram is a three-fork type crankshaft structure schematic diagram without a balancer, the second auxiliary diagram is a structure schematic diagram with one balancer arranged in a balancing block, and the third auxiliary diagram is a structure schematic diagram with two balancers arranged in the balancing block; when the maximum size of the outer arc corresponding to the balance weight 4 is the arc corresponding to 100 °, as shown in fig. 21, wherein: the first auxiliary diagram is a three-fork type crankshaft structure schematic diagram without a balancer, the second auxiliary diagram is a structure schematic diagram with one balancer arranged in the balancing block, and the third auxiliary diagram is a structure schematic diagram with two balancers arranged in the balancing block.

In this embodiment, the cylinder 2 and the piston rod assembly 3 are both of conventional structure. The cylinder 2 is divided into a cylinder block 202 positioned at the outside and a cylinder liner 201 positioned inside the cylinder block 202, the piston connecting rod assembly 3 is arranged in the cylinder liner 201, and a partition plate 203 is arranged on the inner wall of the cylinder block 202 and the outer wall of the cylinder liner 201, so that the belt 16 positioned at the outside of the driving wheels on the intake camshaft 11 and the exhaust camshaft 12 is partially positioned in the space between the partition plate 203 and the inner wall of the cylinder block 202.

The piston connecting rod assembly 3 comprises a piston 31 and a piston rod 32, wherein the upper end of the piston rod 32 is connected with the piston 31, and the lower end is connected with a connecting rod journal 103; the intake camshaft 11 and the exhaust camshaft 12 are connected to an intake cam sprocket and an exhaust cam sprocket, respectively, and the intake cam sprocket and the exhaust cam sprocket are located at the same height.

Both ends of the intake camshaft 11 and the exhaust camshaft 12 are provided with camshaft supports 13, the camshaft supports 13 are supported on the upper portion of the cylinder head 7, and through holes penetrating through the intake camshaft 11 and the exhaust camshaft 12 are formed in the camshaft supports 13.

The lower part of the cylinder 202 is provided with a bottom shell 18, and the crankshaft 101 is connected to the bottom of the cylinder 202; gaskets are arranged between the upper end of the cylinder body 202 and the cylinder cover 7 and between the lower end of the cylinder body 202 and the bottom shell 18; meanwhile, brackets 15 are arranged on two sides of the lower part, and the brackets 15 are connected with the frame through first bolts 151; the bottom of the bottom shell 18 is provided with a second bolt 204, and the second bolt 204 is an oil drain bolt.

Example two

Unlike the first embodiment, which is a three-fork type crankshaft internal combustion engine with balancer, the balancer 5 is different in structure as shown in fig. 8 to 13, and the balancer 5 is an integral body in the second embodiment; a circle of second bulges 53 are arranged in the middle of the balancer 5, correspondingly, a third through hole is formed in the balancer 4 in an axial penetrating manner, the third through hole is a stepped hole and is used for installing the balancer, a circle of first concave areas 43 are arranged in the center of the inner wall of the balancer 4, and the first concave areas 43 are used for accommodating the second bulges 53; a second concave region 44 is arranged on one side of the first concave region 43, the depth of the second concave region 44 is deeper than that of the first concave region 43, a concave structural member 14 is arranged between the second concave region 44 and the balancer 5, the central concave position of the concave structural member 14 is positioned below the central concave position of the second concave region 44, the concave structural member 14 and the central clamping ring groove of the second concave region 44 are combined into a complete clamping groove, the clamping groove is used for accommodating a clamping ring 17, the clamping ring 17 is provided with a notch, two ends of the clamping ring 17 are provided with second through holes 171, the clamping ring 17 is conveniently placed into the space through pliers, the balance weight 4 and the balancer 5 are clamped through the clamping ring 17, and the balancer 5 is prevented from falling off, wherein the clamping ring 17 and the concave structural member 14 can be inserted from the left side of the balance weight 4 or the right side of the balance weight 4; meanwhile, a gap for placing the concave structural member 14 is reserved between the balancer 5 and the end face of the balance weight 4, and a gap for placing the clamping ring 17 is reserved between the concave structural member 14 and the end face of the balance weight 4; when the snap ring 17 is put into the above space along the gap, the snap ring 17 is deformed deep into the second recess 44 by pressing, thereby achieving the clamping.

After the balancer 5 is mounted on the balance weight 4, the concave structural member 14 is placed in the balance weight 4 along the direction approaching to the second concave region 44, the second protrusion 53 is just positioned in the first concave region 43, and the second through holes 171 at the two ends of the clamping ring 17 are clamped by pliers; after the clamping ring 17 is placed into the clamping groove along the gap between the concave structural member 14 and the end face of the balance weight 4, the pliers are taken out, and the clamping ring 17 is extruded to enable the clamping ring 17 to completely enter the clamping groove, so that the clamping process is realized.

As shown in fig. 12, the balancer 5 is matched with the third through hole with a gap set therebetween; meanwhile, gaps are arranged between the concave structural member 14 and the balancer 5 and between the concave structural member 14 and the second concave region 44, so that the balancer is ensured not to fall off or be blocked when in operation.

The working principle of the above embodiment is consistent with that of a traditional engine, and the process of generating primary power by the internal combustion engine takes four strokes (strokes) as an example, including an intake stroke, a compression stroke, a power stroke and an exhaust stroke, wherein the intake stroke is as follows: the piston 31 moves downwards under the drive of the crankshaft 101, the intake valve 8 is opened, the exhaust valve 9 is closed under the action of the intake camshaft 11 and the exhaust camshaft 12, air and fuel are sucked into the cylinder 2 through the intake valve 8 and are mixed in the cylinder 2 to form combustible mixed gas, and at the moment, the intake stroke is completed; compression stroke: the crankshaft 101 continues to drive the piston 31 to move from bottom to top, at this time, the intake valve 8 and the exhaust valve 9 are closed, along with the movement of the piston 31, the internal volume of the cylinder 2 is continuously reduced, the mixed gas in the cylinder is compressed, the pressure and the temperature are simultaneously raised, and at this time, the compression stroke is ended; power stroke: the spark plug (or the oil nozzle) arranged on the cylinder cover 7 generates electric spark (or sprays diesel oil), the flammable mixed gas in the cylinder 2 is ignited, a large amount of heat energy is discharged, the piston 31 moves downwards under the action of gas pressure, and the crankshaft 101 is pushed to rotate to do work through the connecting rod of the piston 31, and at the moment, the intake valve 8 and the exhaust valve 9 are still closed; exhaust stroke: the exhaust valve 9 is opened, the intake valve 8 is still closed, the crankshaft 101 drives the piston 31 to move upwards through the connecting rod of the piston 31, and the expanded combustion gas is discharged out of the cylinder 2 through the exhaust valve 9 at the moment, and the exhaust stroke is ended.

In the whole four-stroke operation of the engine, the three-fork type balance block and the balance block always generate reverse tension with the connecting rod piston and the connecting rod journal, each cylinder is provided with four balance blocks to generate two strands of tension, each balance block on each balance block also generates one strand of tension, so that the balance block and the balance block generate multiple strands of reverse tension, the impact force and vibration generated by the connecting rod piston are effectively reduced, and the work of generating work achieves a stable balance effect.

Any combination of the technical features of the above embodiments may be performed (as long as there is no contradiction between the combination of the technical features), and for brevity of description, all of the possible combinations of the technical features of the above embodiments are not described; these examples, which are not explicitly written, should also be considered as being within the scope of the present description.

The foregoing has outlined and detailed description of the present application in terms of the general description and embodiments. It should be appreciated that numerous conventional modifications and further innovations may be made to these specific embodiments, based on the technical concepts of the present application; but such conventional modifications and further innovations may be made without departing from the technical spirit of the present application, and such conventional modifications and further innovations are also intended to fall within the scope of the claims of the present application.

Claims (8)

1. An internal combustion engine having a three-way crankshaft with a balancer, comprising: the crank connecting rod mechanism comprises a crankshaft and crank arms, a connecting rod journal is connected between the two crank arms, and a piston connecting rod assembly is arranged on the connecting rod journal; the piston connecting rod assembly is arranged in a cylinder, a cylinder cover is arranged on the cylinder, an intake valve, an exhaust valve and an ignition structure are arranged in the cylinder cover, and an intake camshaft and an exhaust camshaft are respectively arranged at the upper ends of the intake valve and the exhaust valve; the lower parts of the two crank arms are respectively connected with two balancing weights, so that the crank arms and the two balancing weights form a three-fork type crank shaft.

2. The three-prong crankshaft balancer internal combustion engine of claim 1, wherein one or more balancers are disposed within the weight.

3. The three-fork crankshaft internal combustion engine with balancer according to claim 2, characterized in that the included angle between two of the balancing weights is 80-140 °;

the outer circular arc size range value of each balance block is between a circular arc corresponding to 60 degrees and a circular arc corresponding to 100 degrees.

4. The internal combustion engine with the balancer for the three-fork type crankshaft according to claim 3, wherein a first through hole is penetrated in the balancing block along the axial direction, the balancer is divided into a left half balancer and a right half balancer, the left half balancer and the right half balancer are respectively connected with the first through hole in an adapting way, and the left half balancer and the right half balancer are fixedly connected.

5. The internal combustion engine with the three-fork type crankshaft balancer according to claim 4, wherein a circle of first bulges are arranged on the inner wall of the balancing block along the radial direction, so that two inner concave surfaces are formed on two sides of the first bulges, the left half balancer is matched with the inner concave surface on the left side, and the right half balancer is matched with the inner concave surface on the right side;

the left half balancer is connected with the right half balancer through rivets.

6. The internal combustion engine with a three-fork crankshaft balancer according to claim 1, wherein the balancer is made of a rigid material.

7. The internal combustion engine with the balancer for the three-fork type crankshaft of claim 3, wherein a third through hole is penetrated in the balancing block along the axial direction, and the third through hole is a stepped hole and is used for installing the balancer;

a circle of second bulges are arranged in the middle of the balancer, a circle of first concave areas are arranged in the center of the inner wall of the balancing weight correspondingly, and the first concave areas are used for accommodating the second bulges; one side of the first concave area is provided with a second concave area, the depth of the second concave area is deeper than that of the first concave area, a concave structural member is arranged between the second concave area and the balancer, the concave structural member and the central clamping ring groove of the second concave area are combined into a complete clamping groove, and the clamping groove is used for accommodating the clamping ring.

8. The internal combustion engine with a three-fork crankshaft balancer according to claim 7, wherein gaps are provided between the balancer and the third through hole, between the concave structural member and the balancer, and between the concave structural member and the second recessed area.