NL2029501B1 - Crank angle regulator for parallel crankshaft engine - Google Patents

Crank angle regulator for parallel crankshaft engine Download PDF

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Publication number
NL2029501B1
NL2029501B1 NL2029501A NL2029501A NL2029501B1 NL 2029501 B1 NL2029501 B1 NL 2029501B1 NL 2029501 A NL2029501 A NL 2029501A NL 2029501 A NL2029501 A NL 2029501A NL 2029501 B1 NL2029501 B1 NL 2029501B1
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NL
Netherlands
Prior art keywords
gear
cylinder
clutch
crankshaft
pinion
Prior art date
Application number
NL2029501A
Other languages
Dutch (nl)
Inventor
Liu Haorui
Shi Zhenping
Li Li
Zhang Changkun
Liu Shida
Yang Heli
Zhang Jianchen
Wu Yanxia
Ma Hongxin
Zhu Xiangbing
Wang Weidong
Original Assignee
Univ Dezhou
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Univ Dezhou filed Critical Univ Dezhou
Priority to NL2029501A priority Critical patent/NL2029501B1/en
Application granted granted Critical
Publication of NL2029501B1 publication Critical patent/NL2029501B1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)

Abstract

A crank angle regulator for a parallel crankshaft engine is composed of a clutch, a transmission device, and a crank angle regulation device, and can realize regulation of a crank angle without stopping an engine. Since a worm assembly (17) is fixedly mounted, the crank angle regulation for the parallel crankshaft engine is easier and has higher accuracy.

Description

P749/NLpd
CRANK ANGLE REGULATOR FOR PARALLEL CRANKSHAFT ENGINE
TECHNICAL FIELD
The present invention relates to a crank angle regulator for a parallel crankshaft engine (crank angle regulator for short), and belongs to the field of mechanical, thermal and power engi- neering.
BACKGROUND ART
At present, the engine efficiency of a reciprocating piston engine under low and medium loads is much lower than its highest efficiency, resulting in waste of a lot of fuel. Under the low and medium loads, a parallel crankshaft engine (as shown in FIGS. 11 and 12) improves the engine efficiency through closed-cylinder control. In order to make a power stroke distribution of a working cylinder uniform and reduce the vibration of the engine, a crank angle regulator for the parallel crankshaft engine is designed.
SUMMARY
The technical solution used by the present invention to solve the technical problem: cylinders of a parallel crankshaft engine are divided into one main cylinder and auxiliary cylinders. (As shown in FIG. 1), a main cylinder crankshaft (1) is directly con- nected with a main cylinder gear (24) and is a power output end of the engine. (As shown in FIG. 11) the main cylinder gear (24) and auxiliary cylinder gears (2) are engaged with each other in se- quence to realize power transmission of all the cylinders of the parallel crankshaft engine.
The crank angle regulator of the parallel crankshaft engine is mounted at one end of an auxiliary cylinder crankshaft (4), and is composed of a clutch, a transmission device, and a crank angle regulation device.
The transmission device is mainly composed of a regulation gear (20), an auxiliary cylinder gear (2), and a clutch shell (7) which are in transmission by means of gear engagement. The auxil-
iary cylinder crankshaft (4) is connected with the transmission device through the clutch; the transmission device is engaged with the gears of the cylinders on both sides through the auxiliary cylinder gear (2); and the crank angle regulation device regulates a relative angle between adjacent crankshafts by means of rotating the regulation gear (20).
The present utility model has the beneficial effect that since a worm assembly (17) is fixedly mounted, the crank angle regulation for the parallel crankshaft engine is easier and has higher accuracy.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is an assembly drawing of a crank angle regulator;
FIG. 2 is a parts diagram of one end of an auxiliary cylinder crankshaft;
FIG. 3 is a worm assembly;
FIG. 4 is a brake;
FIG. 5 is a parts drawing of a regulation gear;
FIG. 6 is a parts drawing of a turbine;
FIG. 7 is a component drawing of an auxiliary cylinder gear;
FIG. 8 is a parts drawing of a driven disk of a clutch;
FIG. 9 is a parts drawing of a driving disk of a clutch;
FIG. 10 is a parts drawing of a clutch shell;
FIG. 11 is a schematic structural diagram of a parallel crankshaft engine; and
FIG. 12 is a cutaway view along A-A in FIG. 11.
Reference signs in the drawings: 1: main cylinder crankshaft; 2: auxiliary cylinder gear; 3: bearing bush; 4: auxiliary cylinder crankshaft; 5: main bearing pedestal; 6: retainer ring a; 7: clutch shell; 8: clutch piston; 9: spring; 10: spring seat; 11: retainer ring b; 12: retainer ring c; 13: driving disk; 14: driven disk; 15: small shaft; 16: sliding washer; 17: worm assembly; 18: engine rear wall; 19: retainer ring d; 20: regulation gear; 21: turbine; 22: pinion; 23: retainer ring f; 24: main cylinder gear; 25: retainer ring g; 26: slave worm; 27: torsional spring; 28: master worm; 29: speed reducer; 30: motor; 31: brake; 32: bracket; 33: brake shoe shaft; 34: upper brake shoe; 35: brake hub; 36: ar-
mature; 37: brake spring; 38: electromagnet; 39: lower brake shoe; 40: cylinder cover; 41: camshaft; 42: cylinder body; 43: crank- shaft balance block; 44: crank angle regulator; 4é: upper timing pulley; 47: timing pulley; 48: lower timing pulley; and 49: re- tainer ring e.
DETAILED DESCRIPTION OF THE EMBODIMENTS
The crank angle regulator of the parallel crankshaft engine is mounted at one end of an auxiliary cylinder crankshaft (4), and is composed of a clutch, a transmission device, and a crank angle regulation device.
The clutch is connected with the auxiliary cylinder crank- shaft (4) and a clutch shell (7) to control their combination and separation. The clutch is composed of the clutch shell (7), a clutch piston (8), a driven disk (14), a driving disk (13), a spring seat (10), a spring (9), an auxiliary cylinder crankshaft (4), a retainer ring a (6), a retainer ring b (11), a retainer ring c (12), and a retainer ring f (23). A ringlike hydraulic cyl- inder, an inner gear, and a retainer ring slot are machined in the clutch shell (7) {as shown in FIG. 10). The driving disk (13) (as shown in FIG. 9) is a ringlike steel sheet having a spline in an inner hole. The driven disk (14) (as shown in FIG. 8) is of a cir- cular ring shape, which is provided with gear teeth (matched with the inner gear of the clutch shell (7)) on an outer circular sur- face and friction materials on two side surfaces. One end of the auxiliary cylinder crankshaft (4) (as shown in FIG. 2) is a stepped shaft, which is provided with a spline and a retainer ring slot. The clutch (7) is mounted on the auxiliary cylinder crank- shaft (4) and is axially positioned by the retainer ring a (6) and the retainer ring c (12). The clutch (7) may rotate on the auxil- iary cylinder crankshaft (4). The clutch piston (8) is mounted in the hydraulic cylinder of the clutch shell (7) and is matched with the hydraulic cylinder. When it does not work, the clutch piston (8) is located at the bottom end of the hydraulic cylinder under the action of the spring (9); the clutch shell (7) is matched with the driven disk (14) through the inner gear; the auxiliary cylin- der crankshaft (4) is matched with the driving disk (13) through the spline; and the driven disk (14) and the driving disk (13) are alternately mounted in the clutch shell (7). The retainer ring f (23) is mounted outside the driven disk (14) and the driving disk (13). During working, a computer controls an electromagnetic valve to supply oil into the hydraulic cylinder through oil passages ar- ranged in a main bearing pedestal (5), the auxiliary cylinder crankshaft (4), and other parts. The clutch piston (8) overcomes the elastic force of the spring (2) under the action of the hy- draulic oil to move towards the right to press the driven disk (14) and the driving disk (13) together. The clutch shell (7) and the auxiliary cylinder crankshaft (4) are connected together through the driven disk (14) and the driving disk (13), so that the clutch is engaged. When the clutch needs to be disengaged, the computer controls the electromagnetic valve to enable the hydrau- lic oil in the hydraulic cylinder to flow out. The clutch piston (8) moves towards the left under the action of the spring (9) to separate the driven disk (14) from the driving disk (13).
The transmission device is composed of the regulation gear (20), a pinion (22), a small shaft (15), the auxiliary cylinder gear (2), the clutch shell (7), a sliding washer (16), and a re- tainer ring d (19). The regulation gear (20) (as shown in FIG. 5) is provided with gear teeth on the left, is provided with an outer spline and a retainer ring slot on the right, and a round hole in the middle. The regulation gear is mounted on the auxiliary cylin- der crankshaft (4) through the middle round hole, may rotate with respect to the auxiliary cylinder crankshaft (4), and is axially positioned by the retainer ring d (19). The gear teeth are engaged with the pinion (22), and the outer spline is matched with the in- ner spline of the turbine (21). (As shown in FIG. 7) The pinion (22) is a cylindrical gear, which is fixed on the auxiliary cylin- der gear (2) by the small shaft (15). The pinion (22) may rotate on the small shaft (15). The small shaft (15) is fixedly connected with the auxiliary cylinder gear (2). The sliding washer (16) is mounted between the pinion (22) and the auxiliary cylinder gear (2). More than one group of pinion (22), sliding washer (16), and small shaft (15) are uniformly distributed on a circle taking the axis of the auxiliary cylinder gear (2) as a center. The pinion
(22) is simultaneously engaged with the regulation gear (20) and the inner gear of the clutch shell (7). The auxiliary cylinder gear (2) is a cylindrical gear provided with a hole in the middle.
Holes used for fixing the small shaft (15) are uniformly distrib- 5 uted on the circle taking the axis as the center. The auxiliary cylinder gear (2) is mounted on the regulation gear (20) by the middle hole, may rotate around the regulation gear, and is simul- taneously engaged with the gears of the cylinders on both sides.
The crank angle regulation device is composed of a worm as- sembly (17), the turbine (21), and a retainer ring e (49). The worm assembly (17) is fixed on an engine rear wall (18) by a screw through a bracket (32). An inner spline is machined in an inner hole of the turbine (21) (as shown in FIG. 6}, and arc-shaped teeth are machined on the outer surface. The turbine is mounted on the regulation gear (20), and its inner spline is matched with the outer spline on the regulation gear (20) and is axially positioned by the retainer ring e (49). A worm of the worm assembly (17) is engaged with the turbine (21). The worm assembly (17) (as shown in
FIG. 3) is composed of the worm, a speed reducer (29), a motor (30), a brake (31), and a bracket (32). The worm is composed of a retainer ring g (25), a slave worm (26), a torsional spring (27), and a master worm (28). The brake (31) (as shown in FIG. 4) is composed of a brake shoe shaft (33), an upper brake shoe (34), a lower brake shoe (39), a brake hub (35), an armature (36), a brake spring (37), and an electromagnet (38). The bracket (32) is a mounting main body for the worm assembly (17), and other parts are all directly or indirectly mounted on it. The worm, the speed re- ducer (29), the motor (30), and the brake (31) are sequentially connected. During working, the motor (30) drives the worm through the speed reducer (29), so as to drive the turbine (21) to rotate.
The slave worm (26) 1s mounted on a shaft of the master worm (28) through a middle hole and is axially positioned by the retainer ring g (25). The torsional spring (27) is arranged between the slave worm (26) and the master worm (28). The torsional spring (27) is used to rotate, when the worm and the worm wheel (21) are assembled, the slave worm (26) a certain angle to generate a pre- tightening force, so as to avoid collision between the worm and the worm wheel during operation of the engine. The brake hub (35) is fixedly connected with a rotor shaft of the motor (30). The up- per brake shoe (34) and the lower brake shoe (39) are mounted on the brake shoe shaft (33) and surround the brake hub (35). The ar- mature (36) is connected with the upper brake shoe (34). The brake spring (37) is arranged on a connection rod of the armature (36).
The electromagnet (38) is connected with the lower brake shoe {39). When the electromagnet (38) loses power, the upper brake shoe (34) and the lower brake shoe (39) enclasp the brake hub (35) under the action of the brake spring (37) so that the motor (30) and the worm are braked. When the electromagnet (38) is electri- fied, the electromagnet (38) attracts the armature (36) to over- come the elastic force of the brake spring (37) to enable the up- per brake shoe (34) and the lower brake shoe (39) to release the brake hub (35) so that the motor (30) and the worm can rotate.
Working process: A four-cylinder parallel crankshaft engine taking cylinder 1 as a main cylinder is taken as an example. The crank angle regulator for the parallel crankshaft engine may have two working states: the first is a normal power transmission state and the second is a crank angle regulation state.
In the normal power transmission state, cylinder 2 is taken as an example. At this time, the clutch of cylinder 2 is engaged, and the worm assembly (17) enables, by means of the turbine (21), the regulation gear (20) to brake. Cylinder 2 works. Power is transmitted to the clutch shell (7) through the auxiliary cylinder crankshaft (4) and the clutch of cylinder 2. The clutch shell (7) drives the pinion (22) to roll on the regulation gear (20). The pinion (22) drives, through the small shaft (15), the auxiliary cylinder gear (2) to rotate. The auxiliary cylinder gear (2) transmits the power to the main cylinder gear (24), and the power is then output.
In the crank angle regulation state, it is supposed that cyl- inder 2 is put into operation when cylinders 1 and 4 work. An original acting interval of cylinders 1 and 4 is a 360-degree crank angle. After cylinder 2 is put into operation, an acting in- terval of cylinders 1, 2, and 4 shall be a 240-degree crank angle.
At this time, cylinder 1 works as usual, and cylinders 2 and 4 perform crank angle regulation. Cylinder 2 is used as a new cylin- der put into operation. First, the computer controls the electro- magnetic valve of cylinder 2 to supply oil into the hydraulic cyl- inder through the oil passages arranged in the main bearing pedes- tal (5), the auxiliary cylinder crankshaft (4), and other parts.
The clutch of cylinder 2 is engaged. The auxiliary cylinder crank- shaft (4) of cylinder 2 rotates by means of the transmission de- vice. The computer detects, by means of a camshaft position sensor arranged on the camshaft of cylinder 2, a crankshaft position when cylinder 2 acts. If a deviation between the acting crankshaft po- sition of cylinder 2 and cylinder 1 is not 240 degrees, the com- puter will supply power to the worm assembly (17) of cylinder 2, and the brake (31) and the motor (30) are simultaneously electri- fied. The brake (31) is released from braking, and the motor (30) rotates. The motor (30) drives, by means of the speed reducer (29), the worm, the worm wheel (21), and the regulation gear (20).
The regulation gear (20) drives, by means of the pinion (22), the clutch shell (7), and the clutch, the auxiliary cylinder crank- shaft (4) of cylinder (2) to rotate with respect to the crankshaft of cylinder 1 till the deviation between the acting crankshaft po- sition of cylinder 2 and cylinder 1 is 240 degrees. Cylinder 2 is put into operation after its acting crankshaft position is regu- lated in place. The acting crankshaft position of cylinder 4 is regulated to be the same as that of cylinder 2. If an engine load decreases, a certain cylinder needs to quit. The computer may con- trol an ignition and fuel injection system of this cylinder to stop working. The clutch is disengaged, and the crankshaft and piston of this cylinder stops running.

Claims (1)

CONCLUSIESCONCLUSIONS 1. Krukhoekregelaar voor een parallelle krukasmotor, die is samen- gesteld uit een koppeling, een overbrengingsinrichting en een krukhoekregelinrichting, met het kenmerk, dat de koppeling is ver- bonden met een hulpcilinderkrukas (4) en een koppelingsschaal (7); waarbij een ringvormige hydraulische cilinder, een binnentandwiel en een borgringgleuf machinaal zijn bewerkt in de koppelingsschaal (7); waarbij een regeltandwiel (20) is voorzien van tandwieltanden aan de linkerkant, en is voorzien van een buitenste spie en een borg- ringgleuf aan de rechterkant, en een rond gat in het midden; waar- bij het regeltandwiel (20) is gemonteerd op de hulpcilinderkrukas (4) door het middelste ronde gat, kan roteren ten opzichte van de hulpcilinderkrukas (4), en axiaal is gepositioneerd door een borg- ring d (19); waarbij de tandwieltanden van het regeltandwiel (20) zijn gekoppeld aan een rondsel (22) en een buitenste spie is uit- gelijnd met een binnenste spie van een turbine (21); waarbij het rondsel (22) is een cilindrisch tandwiel, dat door een kleine as (15) op een hulpcilindertandwiel (2) is bevestigd; waarbij het rondsel (22) kan draaien op de kleine as (15); waarbij de kleine as (15) vast is verbonden met het hulpcilindertandwiel (2); waar- bij een schuifring (16) is gemonteerd tussen het rondsel (22) en het hulpcilindertandwiel (2); waarbij meer dan één groep van rondsel (22), schuifring (16) en kleine as (15) gelijkmatig zijn verdeeld over een cirkel die de as van het hulpcilindertandwiel (2) als middelpunt neemt; waarbij het rondsel (22) gelijktijdig in aangrijping is met het regeltandwiel (20) en het binnenste tand- wiel van de koppelingsschaal (7); waarbij het hulpcilindertandwiel (2) een cilindrisch tandwiel is dat is voorzien van een gat in het midden; waarbij gaten die worden gebruikt voor het bevestigen van de kleine as (15) gelijkmatig zijn verdeeld over de cirkel die de as als het middelpunt neemt; waarbij het hulpcilindertandwiel (2) is gemonteerd op het regeltandwiel (20) door het middelste gat en tegelijkertijd aan beide zijden is gekoppeld aan tandwielen van cilinders; en waarbij een wormsamenstel (17) is bevestigd aan een motorachter- wand (18) door een schroef door een beugel (32); waarbij een bin- nenste spie machinaal is bewerkt in een binnenste gat van de tur- bine (21) en boogvormige tanden machinaal zijn bewerkt op het bui- tenoppervlak; waarbij de turbine is gemonteerd op het regeltand- wiel (20), en de binnenste spie is uitgelijnd met de buitenste spie op het regeltandwiel (20) en axiaal is gepositioneerd door een borgring e (49); en waarbij een worm van het wormsamenstel (17) is gekoppeld aan de turbine (21).A crank angle regulator for a parallel crankshaft engine, composed of a clutch, a transmission device and a crank angle adjusting device, characterized in that the clutch is connected to a slave cylinder crankshaft (4) and a clutch shell (7); wherein an annular hydraulic cylinder, an inner gear and a retaining ring slot are machined in the clutch shell (7); wherein a control gear (20) has gear teeth on the left side, and has an outer key and a retaining ring slot on the right side, and a round hole in the middle; the control gear (20) being mounted on the slave cylinder crankshaft (4) through the center round hole, rotatable relative to the slave cylinder crankshaft (4), and positioned axially by a retaining ring d (19); wherein the gear teeth of the control gear (20) are coupled to a pinion gear (22) and an outer key is aligned with an inner key of a turbine (21); wherein the pinion (22) is a cylindrical gear attached to an auxiliary cylinder gear (2) by a minor shaft (15); wherein the pinion (22) is rotatable on the minor shaft (15); wherein the minor shaft (15) is fixedly connected to the slave cylinder gear (2); wherein a sliding ring (16) is mounted between the pinion gear (22) and the slave cylinder gear (2); wherein more than one group of pinion (22), slide ring (16) and minor shaft (15) are evenly spaced on a circle centered on the axis of the slave cylinder gear (2); wherein the pinion gear (22) engages simultaneously with the control gear (20) and the inner gear of the clutch shell (7); wherein the slave cylinder gear (2) is a cylindrical gear provided with a hole in the center; holes used for fixing the minor shaft (15) are evenly spaced around the circle taking the shaft as its center; wherein the slave cylinder gear (2) is mounted on the control gear (20) through the center hole and simultaneously coupled to gears of cylinders on both sides; and wherein a worm assembly (17) is attached to an engine rear wall (18) by a screw through a bracket (32); wherein an inner key is machined in an inner hole of the turbine (21) and arcuate teeth are machined on the outer surface; wherein the turbine is mounted on the control gear (20), and the inner key is aligned with the outer key on the control gear (20) and positioned axially by a retaining ring e (49); and wherein a worm of the worm assembly (17) is coupled to the turbine (21).
NL2029501A 2021-10-25 2021-10-25 Crank angle regulator for parallel crankshaft engine NL2029501B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
NL2029501A NL2029501B1 (en) 2021-10-25 2021-10-25 Crank angle regulator for parallel crankshaft engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NL2029501A NL2029501B1 (en) 2021-10-25 2021-10-25 Crank angle regulator for parallel crankshaft engine

Publications (1)

Publication Number Publication Date
NL2029501B1 true NL2029501B1 (en) 2023-05-19

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ID=86425570

Family Applications (1)

Application Number Title Priority Date Filing Date
NL2029501A NL2029501B1 (en) 2021-10-25 2021-10-25 Crank angle regulator for parallel crankshaft engine

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