CN2313052Y

CN2313052Y - Dual-rotating non-linear drive piston-type internal combustion engine

Info

Publication number: CN2313052Y
Application number: CN 97239602
Authority: CN
Inventors: 吴素良
Original assignee: Individual
Current assignee: Individual
Priority date: 1997-05-08
Filing date: 1997-05-08
Publication date: 1999-04-07
Anticipated expiration: 2007-05-08

Abstract

The utility model relates to a dual-rotating non-linear drive piston-typed internal combustion engine. Two pairs of rotary pistons are arranged in a cylinder of the utility model to divide the cylinder into four spaces, wherein, one pair of pistons is connected with a crankshaft. The other pair of pistons is fixed to a hollow rotating shaft which can be rotated freely on the crankshaft. The two pairs of pistons are sheathed together, which can be rotated in the same directions. Each of the crankshaft and the rotating shaft is provided with a non-circular gear. The non-circular gears are respectively engaged with two non-circular gears which are connected and arranged on a transmission shaft rod. When a transmission shaft does uniform rotation, both of the two sets of non-circular gears are transmitted according to a nonlinear method. The four working spaces divided by the two pairs of pistons complete a stroke of suction, press, burst and discharge one after another through the transmission. So transduction form the heat energy to the mechanical energy is realized.

Description

Double-rotation non-linear transmission piston type internal combustion engine

The utility model belongs to the technical field of mechanical engineering, thereby a can convert thermal energy into mechanical energy and providethe internal-combustion engine of power for motor vehicles, engine etc. is related to.

Known internal combustion engines may be classified into two broad categories, reciprocating internal combustion engines and rotary piston internal combustion engines. The reciprocating internal combustion engine is characterized by that it utilizes the expansion of gas to drive piston to make reciprocating motion in the cylinder, then utilizes the connecting rod and crank to convert the reciprocating motion into the rotary motion of main shaft, and when the piston is moved into the main shaft rotation, it always consumes a certain portion of energy, so that the efficiency of said reciprocating internal combustion engine is not high, and because the crank and flywheel are set in the internal combustion engine, it also makes the structure of said internal combustion engine complex, its machine body is bulky and heavy, and its rotating speed is not high, so that it is greatly limited in raising speed. The rotary piston type internal combustion engine is different from a double rotary piston type internal combustion engine and a triangle rotor type internal combustion engine, and the rotary piston type internal combustion engine mainly utilizes the rotation of a piston in a cylinder to directly drive a rotating shaft to move, so that the defects of a reciprocating type internal combustion engine are overcome, and the rotary piston type internal combustion engine is the development direction of the internal combustion engine. In the prior art, the more typical rotary piston engine is a double rotary four cycle piston engine which is structurally characterized by having an annular drum closed at both ends by covers, and two pairs of rotary pistons in the drum dividing the drum into four spaces, one pair of pistons being coupled to the crankshaft and rotatable therewith, the other pair of pistons being fixed to a hollow shaft which is freely rotatable on the crankshaft, and the two pairs of pistons being nested together and capable of rotating in the same direction about a common axis. In the internal combustion engine, a pair of piston control mechanisms consisting of gears, levers and the like are used for controlling two pairs of pistons capable of rotating in the same direction around a common axis and enabling the rotating speeds of the two pairs of pistons to change according to different rules respectively so as to further finish the alternate increase or decrease of the space between the pistons, but the piston control mechanisms are relatively complex in structure, relatively high in power consumption and poor in stability.

The utility model discloses an aim at improves the piston control mechanism among the above-mentioned two rotatory four-cycle piston internal-combustion engines, and then designs a structure more simple and practical, the lower and better two rotatory non-linear transmission piston internal-combustion engines of stability of consumption.

The utility model discloses the improvement main points of doing to the piston control mechanism among the aforementioned prior art are: a non-circular gear (non-linear gear, the same applies below) is mounted on the shaft lever of the machine shaft, and a non-circular gear is mounted on the shaft sleeve of the hollow rotating shaft and is respectively meshed with two non-circular gears which are connected with a transmission shaft lever. In the working process, when the transmission shaft rotates at a constant speed, the front gear and the rear gear on the shaft rod of the transmission shaft, the sleeve gear and the crankshaft gear which are respectively meshed with the front gear and the rear gear are driven in a nonlinear mode, so that the rotating speeds of the front gear and the rear gear and the sleeve gear and the crankshaft gear are respectively changed according to different rules, and finally the space volume between the pistons is alternately increased and reduced, and four processes of air suction, compression, work doing and air exhaust are completed.

The present invention will be further explained with reference to the accompanying drawings.

Fig. 1 is a schematic structural diagram of the present invention.

Fig. 2 is a pitch line schematic diagram of two meshing gears in an embodiment of the present invention.

Fig. 3 is a pitch line schematic diagram of two meshing gears in another embodiment of the present invention.

Fig. 4-8 are schematic views of the operation of a cylinder (section) of a dual rotary non-linear transmission piston internal combustion engine.

The principle structure (namely the piston structure and the transmission gear structure) of the utility model is as shown in figure 1: an annular drum 1 is closed at both ends by caps, both the drum and the caps being fixed. Within the drum 1 are two pairs of pistons A, A 'and B, B' which divide the drum 1 into four spaces (see fig. 4-8). The pistons A and A' are connected with a crankshaft 6 and can rotate along with the crankshaft; the pistons B and B' are fixed to a hollow shaft 4 like a sleeve, the hollow shaft 4 having a larger diameter than the shaft 1, and not rotating with the shaft 1 but freely rotating on the shaft 1. Two pairs of pistons A, A 'and B, B' are nested together in a cylinder, which can rotate in the same direction about a common axis. In the structure shown in the figure, a crankshaft 1 is connected with a non-circular gear 7, the gear 7 is meshed with a gear 9, a hollow rotating shaft 4 is connected with a gear 5, the gear 5 is meshed with a gear 10, and the gear 9 and the gear 10 are both arranged on a transmission shaft 8. When the transmission shaft 8 rotates at a constant speed, the rotating speeds of the four non-circular gears are changed according to different rules respectively to drive the piston in the cylinder to move, so that the four-cylinder internal combustion engine is formed.

The utility model discloses the design requirement of the non-linear gear of rotary piston in the structure does: the method comprises the following steps that firstly, the piston gradually completes four processes of air suction, compression, work doing and air exhaust during movement; and secondly, the rotating speed of the transmission shaft 8 is stable. For this reason, in the embodiment of the internal combustion engine, the outer edge center contour lines (pitch lines) of the crankshaft gear 7 and the propeller shaft front gear 10 should satisfy the following equations

The central contour lines (pitch lines) of the outer edges of the spindle gear 5 and the rear gear 9 of the transmission shaft should satisfy the equation

Wherein T is a variable of rotation time, α_aIndicating the angle through which the crankshaft gear 7 (or the front gear 10 of the propeller shaft) rotates from time O to time T, α_cIndicating the angle, R, by which the rear gear 9 (or the spindle gear 5) of the drive shaft rotates from moment O to moment T_aAnd R_cRespectively represents the distance from the respective axes of the two gears to the meshing point of thetwo gears, and L is the distance between the axes of two adjacent gears, i.e. the intersection point Q of the two gears to the respective axis point O in FIG. 2_a、O_cThe sum of the distances (QO)_a+O_cQ)，W_cIs the rotational speed of the output shaft, W_oIs the average piston speed, W_zThe gear speed variation frequency is W, the gear speed change rotation amplitude is W, and the gear variation angle amplitude is P.

When we get W_o=1、W_c=1、W_zIf =2, the pitch line of a pair of non-circular gears (elliptic-like gears) as shown in fig. 2 can be generated by the above two equations; for another example, when we take W_o=2、W_c=1、W_zIf =4, thenThe above two equations may in turn generate two non-circular gears as shown in fig. 3.

The working process of the double-rotation non-linear transmission piston type internal combustion engine is shown in figures 4-8:

when the piston rotates to the position shown in FIG. 4, the volumes of the AB cavity and the A 'B' cavity are minimum, and the AB cavity exhausts and starts to suck air; the compression of the gas in the cavity A 'B' is minimum, the spark plug 2 is at the moment of ignition, and the compressed gas will start to burn to do work. The volumes of the AB ' cavity and the A ' B cavity are the maximum, and the AB ' cavity just finishes air suction and starts to be compressed; the AB' chamber just finished doing work and will begin to breathe in.

When the piston is rotated to the position of fig. 5, the volume of the AB chamber is at its maximum, and its intake is just over and about to begin compression; the gas in the AB' cavity is compressed to the minimum, the spark plug 2 is just at the ignition moment, and the compressed gas starts to burn and apply work; at the moment,the volume of the cavity A 'B' is also the largest, the cavity A 'B' finishes doing work and starts to exhaust; the air suction is just started after the air exhaust of the A' B cavity is finished.

When the piston rotates to the position shown in FIG. 6 again, the gas in the AB cavity is compressed to the minimum, the spark plug 2 is just at the ignition moment, and the compressed gas will start to burn and apply work; the AB 'cavity has the largest volume, and the AB' cavity finishes doing work and starts to exhaust; b 'A' cavity has the minimum volume, and the air suction is started after the air exhaust is finished; the volume of the cavity B' A is the largest, and the air suction process is finished and compression is about to start.

When the piston is again rotated to the position of fig. 7, the volume of the AB chamber is at its maximum, which has done work and is about to begin exhausting; the AB' cavity is compressed to the minimum, and then air exhaust is finished and air suction is started; the volume of the cavity A 'B' is maximum, and the compression is started after the air suction is finished; the compression of the gas in the cavity A' B is minimum, the spark plug 2 is at the moment of ignition, and the compressed gas will start to burn to do work.

Figure 8 shows the operating condition when the piston has turned to a position between figures 6 and 7, in which the gas in the AB chamber expands after combustion, tending to push the pistons a and B apart, increasing their inter-cylinder volume. After the piston A is pushed by gas, the power is transmitted to the transmission shaft 8 through the gear 9, so that the transmission shaft 8 is accelerated to rotate counterclockwise, the power transmitted to the transmission shaft 8 by the piston B is prevented from rotating clockwise, and the torque applied to the transmission shaft 8 by the piston A during the work doing process is larger than that of thepiston B, so that the resultant force of the torque makes the rotating shaft accelerate in the clockwise direction. At this point A, B 'the cylinder between the pistons is being exhausted in connection with the exhaust pipe 11 and the B' a 'chamber is being connected to the inlet pipe 3 for suction, as for the a' B chamber the volume is becoming smaller and the gas in between is being compressed.

When the piston is rotated through one cycle, the situation is the same as that shown in fig. 4. Thereafter, each working chamber will repeat its respective working stroke.

Compared with the traditional reciprocating internal combustion engine, the double-rotation non-linear piston internal combustion engine of the utility model has the characteristics of small volume, large power, wide rotating speed range, oil saving and the like; compared with a triangle rotor type internal combustion engine, the internal combustion engine has the characteristics of relatively simple manufacturing process, good sealing performance, good stability and the like; compared with a double-rotation four-cycle piston type internal combustion engine, the double-rotation four-cycle piston type internal combustion engine has the characteristics of simple structure, high power, good stability and the like.

Claims

1. A double-rotating non-linear transmission piston internal combustion engine has an annular drum (1) closed at both ends by covers, in which two pairs of rotary pistons (A, A ', B, B') divide the drum into four spaces, one pair of pistons (A, A ') is connected with the crankshaft (6) and can rotate along with the crankshaft (6), the other pair of pistons (B, B') is fixed on a hollow rotating shaft (4) which can freely rotate on the crankshaft (6), and the two pairs of pistons (A, A ', B, B') are sleeved together in a cylinder and can rotate around a common axis in the same direction, it is characterized in that a non-circular gear (7) is arranged on a shaft lever of a crankshaft (6), a non-circular gear (5) is arranged on a shaft sleeve of the hollow rotating shaft (4), and the non-circular gear are respectively meshed with two non-circular gears (9, 10) which are connected with a transmission shaft lever (8).

2. A dual rotary non-linear drive piston internal combustion engine as claimed in claim 1, characterised in that the outer peripheral central contour lines (pitch lines) of the crankshaft gear (7) and the drive shaft front gear (10) satisfy the equation

The outer edge central contour lines (pitch lines) of the rotating shaft gear (5) and the transmission shaft lever rear gear (9) meetEquation (b)

Wherein T is a variable of rotation time, α_aIndicating the angle through which the crankshaft gear (7) has rotated from time O to time T, α_cRepresenting the angle, R, over which the rear gear (9) of the transmission shaft rotates from moment O to moment T_aAnd R_cRespectively showing the distance from the axle center of each gear to the meshing point of the two gears, L being the axle center distance between two adjacent gears, W_cIs the rotational speed of the output shaft, W_oIs the average piston speed, W_zThe gear speed variation frequency is W, the gear speed change rotation amplitude is W, and the gear variation angle amplitude is P.