JP2003083411A - Right circular converter with crank arm as gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce sliding resistance of a reciprocating engine. SOLUTION: Crank gears 8 are formed of the gears having functions of balance weights and crank arms. The crank gears are left to confront each other. The four gears are made to simultaneously rotate by engaging the crank gear 8c with the crank gear 8a and engaging an auxiliary direct-axis gear 12 with a direct-axis gear 19. A direct axis 11 to be rotated by a direct-axis gear 10 becomes an input-output axis, and a crankshaft is eliminated. A piston 2 having two pieces of small end pins 5a, 5b is supported by mounting connecting rods 3a, 3b on the crank gears 8a, 8c. The crank gear 8 is rotated. The connecting rods 3a, 3b vertically move but their shapes are kept trapezoidal. The piston 2 also vertically moves but its movement becomes vertical movement. Friction loss caused between the piston 2 and a cylinder 1 is reduced. Additionally, since rolling bearings for all of the bearings are used, the friction loss is further reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a linear motion and circular motion conversion device for a reciprocating engine.

[0002]

2. Description of the Related Art An engine requires a connecting rod and a crankshaft to convert the reciprocating motion of a piston into a rotary motion. Rolling bearings are most suitable for rotary motion bearings because they have less friction loss, but crankshafts can be used at both ends, but rolling bearings cannot be fitted in the middle because the shafts are curved. For this reason, the split bearing is used. The sliding bearing has large friction loss and is forcibly lubricated with lubricating oil. Lubricating oil removes frictional heat generated at the same time as it controls lubrication and heat so as to prevent temperature rise due to heating in the case of an engine.

Since a large torsional torque is applied to the crankshaft, it has a sufficient thickness. Further, in a multi-cylinder engine, as the number of cranks increases, torsional torque is added and a larger thickness is required. The phase angle of the crank is also processed precisely and accurately. The crankshaft is provided with balance weights for rotational movement while being eccentric. In this way, the crankshaft requires special design technology and processing technology. These are not limited to the engine, but relate to the entire reciprocating engine such as the compressor.

In a reciprocating engine using a crankshaft, sliding friction occurs in the following places. 1. Between piston and cylinder. 2. Between the large end of the connecting rod and the crankshaft. 3. Between the small end of the connecting rod and the piston. 4. Intermediate bearing of crankshaft.

[0005]

The sliding friction of a reciprocating engine is made as small as possible.

[0006]

[Means for Solving the Problems] 1. The input / output shaft is a straight shaft and the crankshaft is eliminated. 2. Most bearings of reciprocating engines are rolling bearings. 3. Keep the piston horizontal with two connecting rods. 4. The vertical motion of the piston is vertical motion to reduce the pressing pressure on the cylinder. 5. The piston skirt is omitted to reduce the friction area.

[0007]

FIG. 7 is a basic diagram of the present invention.
The gear has a balance weight and a function of a crank arm, and this gear is referred to as a crank gear 8. Crank gear 8
Are placed facing each other, and a pin 7 for the large end of the connecting rod 3 is provided between the shaft center and the cutting edge. A straight shaft gear 10 rotating on a straight shaft 11 is meshed with the crank gear 8. The straight shaft 11 serves as an output shaft in the engine and serves as an input shaft in the compressor. A rolling bearing can be used for the central axis of the crank gear 8. Connecting rod large end bearing 6 attached to crank gear 8
Also, rolling bearings can be used. The crank gear 8 can be used even if it is cantilevered, but since it is unstable, two gears of the same type are opposed to each other with the rotating shaft facing outside. A hole is formed so that the large end pin 7 is inserted eccentrically from the core of the crank gear 8. For drilling, the phase angles of the teeth of both crank gears 8 are matched. Fit a rolling bearing on the large end of the connecting rod. The large end movement becomes a rotational movement, while the small end movement becomes a pendulum movement. For this reason, the range of motion is limited and the amount of motion is small, so a sliding bearing is used. When a rolling bearing is used for the small end portion, the needle bearing is such that the inner rollers rotate at least one rotation or more within this range of motion. This makes it possible to crank a conventional single cylinder engine.

Since the crank gear is a gear, it can be used in various combinations. Engage two crank gears. The line connecting the central axes of the two crank gears and the line connecting the central axes of the large end pins attached to the crank gears are parallel to each other. In this way, the two lines are parallel no matter how the crank gear rotates. Attach exactly the same connecting rod to these two pins. Attach the piston to the small end of the connecting rod. The piston should have two pins. The two pins should be parallel, and the line connecting the cores of the pins should be at a right angle to the side of the piston. Make the piston so that the cores on the left, right, front and back of the pin become the core of the cylinder. In reality, four crank gears are used because they face each other. The core of the four crank gears is aligned with the core of the piston circle. This combination is the basic unit.

There is one basic unit for each piston. Unlike the crankshaft, the transmission of torque by another piston is unnecessary, and only the torque by one piston needs to be considered. Maximum pressure at piston top dead center is 2
It is added to 4 connecting rods and 4 crank gears. Further, the straight shaft is rotated through the straight shaft gear. On the one hand, the direct-shaft gear is rotated through the auxiliary direct-shaft gear. However, the auxiliary straight shaft gear may be omitted. The central shaft bearing of the crank gear receives such balanced torque, and there is no torsional torque that transfers the torque coming from the neighbor such as the crankshaft to the opposite side. An engine will be described with a straight shaft as an output shaft. If a straight shaft is used as the input shaft, it will be the case of a compressor.

The basic unit is placed horizontally and the crank gear is rotated. The big end and the small end of the connecting rod are symmetrical regardless of the position, and become trapezoidal and perform vertical motion while keeping the piston horizontal. In the low rotation range, the piston moves up and down depending on the degree of freedom of clearance with the cylinder. If the clearance is large, the inclination is large, but since the clearance is very small, the inclination is almost eliminated. This is different from the conventional situation where the piston keeps its posture by sliding on the cylinder. When the rotation increases, the piston moves in a balanced manner, and even in the high speed range, the piston moves horizontally and vertically, so that the skirt portion for making the piston horizontal is unnecessary. The piston is a short piston that only holds the piston ring. Such a piston has a small sliding area and friction loss is reduced.

A straight shaft gear is meshed with the basic unit.
A single-cylinder reciprocating engine is formed by combining one basic unit with a straight-axis gear, and a multi-cylinder reciprocating engine is formed by combining a plurality of basic units. In the case of a multi-cylinder reciprocating engine, the phase angle of each piston is determined by the meshing of gears. For example, in the case of two cylinders, the engagement is 180 °, and in the case of three cylinders, the engagement is 120 °.

The ratio of the number of teeth of the crank gear to the number of teeth of the straight shaft gear determines the ratio of the rotation speed of each shaft. In the case of an engine, the engine speed is 1800 rpm and the load speed is 1800 rp.
In the case of m, the ratio of the number of teeth of the crank gear to the number of teeth of the straight shaft gear may be 1: 1. However, if the rotation speed of the load is 900 rpm, the ratio is 1: 2. Thus, the required number of rotations for each shaft can be easily obtained by the ratio of the number of teeth. The engine of the prior application (Japanese Patent Application No. 2001-076475) has a sub piston that moves up and down twice as much as the main piston. Two
In order to obtain the double speed, the ratio of the number of teeth of the crank gear for the auxiliary piston and the number of teeth of the straight shaft gear may be set to 1: 2. In this case, if the size of the crank gear is determined based on the stroke of the auxiliary piston and then the size of the direct-axis gear is determined, the optimum engine design can be performed.

[0013]

Embodiments of the invention will be described based on embodiments with reference to the drawings. FIG. 1 is an explanatory view showing the relationship between the gear and connecting rod of the present invention. In FIG. 1, the crank gear 8
The a and the crank gear 8c mesh with each other, and the straight shaft gear 10 and the auxiliary straight shaft gear 12 are meshed with each other to form four gears. Further, it is an example in which the piston 2 is supported by the connecting rods 3a and 3b which are exactly the same. Small end 5 with this configuration
A line connecting the a core and the small end 5b core, the large end 7a core and the large end 7
Line connecting b core, crank gear 8a core and crank gear 8c
The lines connecting the cores are parallel. The direction of rotation of the gear is rotated in the direction of the arrow. The connecting rods 3a and 3b are symmetrical and move up and down. Large end 7a core, small end 5a core, small end 5b core,
The shape in which the large end 7b core and the large end 7a core are connected is a trapezoid,
The piston 2 is kept horizontal and moves vertically up and down. Piston 2
Since the piston moves in this way, a skirt portion for keeping the piston 2 horizontal is not necessary, and the piston 2 becomes extremely small. The sliding area of the piston 2 with respect to the cylinder 1 becomes small, and further, the piston 2 itself vertically moves up and down, and the lateral pressure is supported by the connecting rods 3a and 3b, so that the friction loss is halved.

FIG. 2 is a sectional view of a two-cylinder engine. However, the right piston 2a was set to the bottom dead center and the left piston 2b was set to the top dead center. The phase difference between the piston 2a and the piston 2b can be easily made by meshing the output gear 10 and the crank gear 8. Since the phase difference is 2 cylinders, it is 180 °. FIG. 2 shows the case where two basic units are used. In the case of 3 cylinders and 4 cylinders, the basic units are connected to 3, 4 units. Then, the straight shaft gear shaft meshed with the gear of this unit is lengthened. As shown in FIG. 2, all the bearings use rolling bearings. Rolling bearings have low friction loss and high accuracy.

The basic unit has four crank gears 8,
It is composed of two connecting rods 3 and a piston 2. Also,
In the case of one basic unit, the bottom unit is composed of four gears, a straight shaft 11, and an auxiliary straight shaft 13, and as the number of basic units increases, four gears increase and the shaft becomes longer. If the shaft becomes longer and an intermediate bearing is needed, a rolling bearing can be used because it is a straight shaft. Considering the torque by the unit provided at the top, the bottom unit has a total of 1 to 4 straight shaft gears and auxiliary straight shaft gears.

FIG. 3 shows a prior application (Japanese Patent Application No. 2001-0764).
This is an example applied to the engine of 75). In FIG. 3, the main pistons 2a and 2b are arranged on the right and left, and the sub piston 2c is arranged in the middle. The phase difference between the main pistons 2a and 2b is 18
It is 0 °. The sub piston 2c is operated at twice the speed of the main piston. Although the phase difference may change depending on the driving method, it can be easily changed by meshing the gears. Since the sub piston 2c moves up and down twice while the main piston moves up and down once, the gear ratio is adjusted accordingly. When the ratio of the crank gears 8a, 8c, the straight shaft gear 10, and the auxiliary straight shaft gear 12 is 1: 1: 1: 1 as shown in FIG. 1, the ratio between the crank gear 8i of the sub piston unit and the straight shaft gear 10e is If it becomes 1: 2, the sub piston 2c will move up and down at twice the speed. The sub-piston 2c only sucks air at atmospheric pressure into the sub-cylinder 1c and pushes it out, and there is no pressure change due to compression or explosion. Therefore, it can be placed in the middle of the main pistons 2a, 2b simply by using a material suitable for the work. In the unit of the sub piston 2c, the sub piston 2c shows the position of the top dead center. Further, the crank gear 8i and the straight shaft gear 10e are meshed with each other only on the right side, but the left side can be meshed with the auxiliary straight shaft gear 12f.

FIG. 4 shows a combination of gears in which the sub piston 2c moves at twice the speed of the main piston. The sub piston 2c first determines the optimum bore stroke for the stroke volume. Next, the crank gear 8i corresponding to the stroke is determined. Next, a straight shaft gear 10e having twice the number of teeth of the crank gear 8i is determined. The straight shaft gear is fitted into the straight shaft, and the piston 2c is moved up and down by the rotation of the straight shaft. Since a large force is not applied to the piston 2c, only one straight shaft gear 10e can be used. By changing the modules of the main unit direct-axis gear and the sub-unit direct-axis gear, the phases of the main piston and sub-piston are finely adjusted. If the module of the crank gear 8i for the auxiliary piston and the straight shaft gear 10e is made smaller, the pitch becomes smaller, and fine adjustment can be made accordingly.

FIG. 5 shows the basic unit 2 on top of the bottom unit.
It is the figure which arranged one piece and one subunit, and was seen from the top. In each unit, the crank gear, its bearing, connecting rod, and piston are housed in a two-divided unit case, and then the bearing holder is assembled. Each unit is individually fastened and further fastened as a whole. The piston shows the position, the connecting rod is not shown.

FIG. 6 is a view of the bottom unit viewed from above. Two gears can be seen in two places where the basic unit is placed. Two parts of the sub-unit, the straight-axis gear 10e and the auxiliary straight-axis gear 12f, can be seen. Therefore, two crank gears 8i and 8l mesh with the crank gear of the sub unit. The rolling bearing of the intermediate bearing is supported by the lower half bottom unit. The upper half is fixed by the bearing cover.

[0020]

EFFECT OF THE INVENTION 1. A reciprocating engine does not require a crankshaft. 2. The crank gear only needs to add the load of one piston, and the force from other cylinders is not applied. 3. All bearings are rolling bearings, and friction loss can be reduced. 4. The vertical motion of the piston is vertical, and the lateral swing motion is suppressed. 5. Keep the piston horizontal. Therefore, the skirt portion of the piston becomes unnecessary. 6. The piston is small and lightweight like a piston ring retainer, and has a small friction area and a small loss. 7. A single-cylinder unit is used as a basic unit and can be increased according to the load. 8. The engine has its own number of revolutions. The load also has its own number of revolutions. This ratio of speeds is made by the ratio of the gears of the basic unit and the bottom unit. 9. Units with different rotation speeds can be installed side by side.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of an overall operation by meshing gears.

FIG. 2 shows a sectional view of a two-cylinder engine.

FIG. 3 shows a cross-sectional view of a two-cylinder + sub-cylinder engine.

FIG. 4 is an explanatory view of a combination of gears when the main piston and the sub piston have different speeds.

FIG. 5: Arrangement of two basic units and one subunit,
The figure seen from above is shown.

6 shows a view from above of the bottom unit of FIG.

FIG. 7 is a principle diagram of eliminating a crankshaft by combining a crank gear and a straight shaft gear.

[Explanation of symbols]

1 cylinder 2 pistons 3 connecting rod 4 Small end needle bearing 5 Small end pin 6 Large end rolling bearing 7 Large end pin 8 crank gears 9 Crank gear rotation shaft 10 Straight shaft gear 11 Straight axis 12 auxiliary straight shaft gears 13 auxiliary straight axis

Claims (6)

[Claims] 1. A gear is provided with a balance weight and a function of a crank arm, and this gear is used as a crank gear. The crank gears 8a and 8b are placed facing each other, and the pin 7 for the large end portion of the connecting rod 3 is provided between the shaft center and the cutting edge. The crank gears 8a and 8b are rotated in accordance with the vertical movement of the piston 2. Crank gears 8a and 8b have straight shaft gears 10a and 1
0b is engaged and the straight shaft 11 is rotated. This straight shaft 11
A straight circle conversion device for linear motion and rotary motion that uses a crankshaft as an input / output shaft and does not require a crankshaft. 2. Crank gears 8c and 8d of the same type are meshed with the crank gears 8a and 8b of claim 1, and the piston 2 is supported by two connecting rods 3a and 3b. A straight circle conversion device in which the piston 2 is maintained in a vertical motion while keeping the piston 2 horizontal by making the line connecting the two large end pins 7a and 7b of the connecting rod and the small end pins 5a and 5b a trapezoid. 3. A device made according to claim 2 is a unit. The unit has 4 crank gears, 4 rolling bearings for crank gears, 2 connecting rods, 2 large end rolling bearings, 2 pins, 2 small end rolling bearings,
It consists of two pins, one piston, four bearing holders and one unit case. Straight circle conversion device with this block as one unit. 4. A conversion device according to claim 3 is used in a multi-cylinder reciprocating engine. A straight circle conversion device capable of extending the input / output gear shafts 11 and 13 for multiple cylinders and performing the phase difference between the pistons 2 only by engaging the crank gear 8 and the straight shaft gears 10 and 12. 5. A piston according to claim 2, which is supported by two pins. 6. A piston in which the skirt portion of the piston is omitted and the length of the piston is shortened according to claims 2 and 5.