RU131086U1 - PISTON ENGINE - Google Patents

Abstract

A piston engine can be used as power units for motorcycles, cars, aircraft models, ship engines. The technical result is the possibility in tact "working stroke" of transmitting the maximum pressure of the connecting rod to the crank of the deaxial crankshaft at the moment when the application of force from the connecting rod to the crank passes along a line coinciding with the line of movement of the crank. The piston engine includes a cylinder (1), a central and deaxial crank mechanisms (KShM) with crankshafts (5, 12), cranks (6, 13), connecting rods (7, 14), pistons (8, 15) with a bottom ( 9, 16), piston fingers (10, 17) and piston rings (11, 18), the crankcase (19) of the central crankshaft, the crankcase (20) of the deaxial crankshaft. The crank (13) of the deaxial crankshaft is installed ahead of the crank of the central (6) crankshaft by an angle of 90 °. 5 ill.

Description

The utility model relates to the field of mechanical engineering, in particular to engine building and can be used as power units for motorcycles, cars, aircraft models, ship engines.

Known motorcycle two-stroke internal combustion engine http://www.motosvit.com/LikBes/dvigatel.htm, consisting of a crankcase in which the crankshaft and cylinder are mounted on bearings on both sides. A piston moves inside the cylinder - a metal cup encircled by piston rings embedded in grooves on the piston. The piston is equipped with a metal rod - a finger that connects the piston to the connecting rod.

Also known is a reciprocating twin-shaft internal combustion engine with oppositely moving pistons, which we selected for the prototype (patent RU No. 2379531, IPC F02B 75/28, F01B 7/14, 2008), consisting of a cylinder with purge windows and a nozzle for injecting fuel, two cranks -crank mechanisms (crank), with one crank - central, and the second crank - deaxial, and the crank of the deaxial crank is displaced relative to the crank of the central crank in the direction of advancing the piston by an angle of 15 = 30-30 ° of crankshaft rotation.

A disadvantage of the known devices is that in the “stroke” stroke, the maximum pressure of the connecting rod on the crank is not converted into rotation of the crankshaft due to the fact that at this moment the application of force from the connecting rod to the crank passes along the line perpendicular to the line of movement of the crank.

The main technical task is to create a piston engine that allows you to most effectively convert the maximum torque of the connecting rod to the crank into the rotation of the crankshaft.

The main technical result to be solved by the proposed solution is the possibility in tact of the “working stroke” of transmitting the maximum pressure moment of the connecting rod to the crank of the deaxial crankshaft at the moment when the application of force from the connecting rod to the crank passes along a line coinciding with the crank movement line.

The specified technical result is solved by the proposed piston engine, consisting of a cylinder, two crankcases, a central and deaxial crank mechanisms (KShM) with crankshafts, cranks and pistons.

The novelty of the proposed design of the piston engine lies in the fact that the crank of the deaxial KShM is installed ahead of the crank of the central KShM by an angle of 90 °.

The location of the crank of the deaxial crankshaft ahead of the crank of the central crankshaft by an angle of 90 ° ensures a “stroke” at the time of the connecting rod’s maximum pressure on the crank of the deaxial crankshaft by transferring the force from the crank to the crank along the line coinciding with the crank movement line, which allows the most efficient moment conversion maximum crank pressure on the crank in the rotation of the crankshaft. In a utility model, in contrast to the prototype, the moment of maximum connecting rod pressure on the crankshaft of the deaxial crankshaft is converted as efficiently as possible into the rotation of the crankshaft. This circumstance increases power. Since the power increased at the same fuel consumption, it means increased efficiency.

The utility model is illustrated by drawings.

Figure 1 shows a General view of a piston engine at the time of maximum approximation of the pistons; figure 2-5 shows the duty cycle of the piston engine.

The proposed design of the piston engine consists of a cylinder 1 with an exhaust window 2 and a candle 3, an inlet window 4, a central crank mechanism (KShM) with a crankshaft 5, a crank 6, a connecting rod 7, a piston 8 with a bottom 9, a piston pin 10 and a piston rings 11, a deaxial crank mechanism (KSHM) with a crankshaft 12, a crank 13, a connecting rod 14, a piston 15 with a bottom 16, a piston pin 17 and piston rings 18, a crankcase 19 of the central crankshaft, a crankcase 20 of the deaxial crankcase, the first bypass channel 21 and second bypass the second channel 22.

In the proposed design of the piston engine, a purge and lubrication scheme is used with the fuel mixture entering the engine crankcase, and from the crankcase to the cylinder.

When the engine is started inside the cylinder 1 with the exhaust window 2 and the candle 3, the piston of the central KShM 8 with the bottom 9 and the piston 15 of the deaxial KShM with the bottom 16 move around the piston rings 11 and 18. The pistons 8 and 15 are equipped with piston fingers 10 and 17 for connection with connecting rods 7 and 14. The connecting rods 7 and 14 transmit the rectilinear reciprocating motion of the pistons 8 and 15 into the rotational movement of the crankshafts 5 and 12. The fuel mixture enters the crankcase 20 of the deaxial crankshaft through the inlet 4 located in the crankcase 20 deaxially go KShM. Having passed the crankcase 20 of the deaxial crankshaft, and having lubricated the parts contained in it, the fuel mixture through the first bypass channel 21 enters the crankcase 19 of the central crankcase. After passing through the crankcase 19 of the central crankshaft and lubricating the parts contained in it, the fuel mixture through the second bypass channel 22 enters the cylinder 1. Ignition of the fuel and the creation of working pressure occurs at the moment of closest approach of the pistons 8 and 15 of the central and deaxial crankshaft and at the moment of finding the piston 8 CABG at top dead center (TDC). At the time of finding the connecting rods 7 and 14 of the central and deaxial crankshaft along the center line of cylinder 1 (Figure 1), the piston 15 of the deaxial crankshaft is in the middle of its stroke from top dead center (TDC) to bottom dead center (BDC). The exhaust gases enter the outlet through the exhaust port 2.

At the moment the piston 15 of the deaxial crankshaft is in the middle of its stroke from the TDC to the BDC (Figure 1), the working pressure of the ignited fuel is converted to the rotational movement of the crankshaft 12 of the deaxial crankshaft as much as possible, because at this moment the force transfer vector from the connecting rod 14 to the crankshaft 12 passes along the line tangent to the circle of rotation of the crankshaft crank.

The feasibility of the claimed utility model is confirmed by the use of well-known elements that have optimal performance characteristics used in engine building, with the achievement of a technical result, which consists in the possibility of the “stroke” of the transmission of the maximum pressure of the connecting rod to the crank of the deaxial crankshaft at a time when the application of force from the connecting rod to the crank passes along a line coinciding with the line of movement of the crank.

Claims (1)

A piston engine consisting of a cylinder, two crankcases, a central and deaxial crank mechanisms (crankshaft) with crankshafts, cranks and pistons, characterized in that the crankshaft deaxial crankshaft is installed ahead of the crank of the central crankshaft by an angle of 90 °.

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