RU2002074C1 - Internal combustion engine - Google Patents

Internal combustion engine

Info

Publication number
RU2002074C1
RU2002074C1 SU4892961A RU2002074C1 RU 2002074 C1 RU2002074 C1 RU 2002074C1 SU 4892961 A SU4892961 A SU 4892961A RU 2002074 C1 RU2002074 C1 RU 2002074C1
Authority
RU
Russia
Prior art keywords
spool
cylinder
engine
axis
piston
Prior art date
Application number
Other languages
Russian (ru)
Inventor
Валентин Дмитриевич Лаптев
Original Assignee
Laptev Valentin D
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 Laptev Valentin D filed Critical Laptev Valentin D
Priority to SU4892961 priority Critical patent/RU2002074C1/en
Application granted granted Critical
Publication of RU2002074C1 publication Critical patent/RU2002074C1/en

Links

Description

The invention relates to the design of internal combustion engines mainly for vehicles where the overall weight of the power unit is important. The subject of the present invention is a four-stroke engine with positive ignition or compression ignition, operating on liquid or gaseous fuels. A limiting feature of the claimed engine is the presence of a spool valve with a cylindrical rotating spool.
Engines of this type are known.
However, despite its simplicity, the spool distribution in four-stroke engines is almost never used. One of the reasons for this is the difficulty in ensuring that the working volume of the fuel mixture is good. The structural solutions proposed below are aimed at creating a slide valve engine competitive with a valve valve engine.
The aim of the invention is to improve the filling of the cylinders and reduce the size of the engine.
The differences of the proposed engine are in the choice of a drive for rotating the spool, giving the cylinder and piston of the engine a certain geometric shape and a certain orientation of the spool relative to the crankshaft, making special kinematic coupling of the piston-connecting rod, using pressurization due to the pressure in the crank chamber with additional structural means.
In FIG. 1,2 and 3, respectively, are a front view, a top view and a side view (with cuts) of the proposed engine in a two-cylinder version; Fig. 4, a-g are diagrams illustrating the operation of the proposed engine.
The crankshaft of the engine 1 through a belt drive 2 and a gearbox 3 with a total gear ratio of 1: 4 and through a dual-shaft universal joint 4 is kinematically connected with a rotating spool 5. Two axially symmetric pockets are made on the cylindrical surface of the spool b, Inlet channel 7 and the exhaust channel 8 are located on different sides from the axis of the spool.
The cylinder 9 of the engine and, accordingly, the piston 10 are rectangular in plan and the crankshaft main journals
placed directly in the flat opposite walls of the cylinder.
The kinematic connection of the piston to the connecting rod 12 is carried out by means of a slider on the connecting rod and a curved guide 13 on the piston.
The crank chamber 14, tight for each cylinder, is equipped with inlet 15 and 16 outlet valves and is in communication with
inlet 7. This is necessary to provide boost. Two bypass channels 17 and 18 in the form of grooves in the valve cover have a direct relationship to boost. One of the bypass channels
communicates with an inlet and the other with an outlet, both bypass channels communicating with a spool pocket in a position opposite the cylinder.
The two-link universal joint 4 has mutually perpendicular axes of the input and output shafts (the shafts may not lie in the same plane). It is important to note that from the structurally specified orientation of the axes
swings of crosses in an intermediate link
the two-link hinge depends on whether the spool rotates uniformly or with a given deviation of the angular velocity from the average value within each half-turn.
The spool axis is perpendicular to the axis of the crankshaft.
The operation of the spool valve is illustrated with reference to Fig. 4. Spool
5 rotates four times slower than the crankshaft, thus, one cycle (piston stroke between the dead points) results in a 45 ° rotation of the spool (neglecting the effect of the cardan drive).
0 Position a in figure 4 corresponds to the intake stroke, b to the compression stroke, c to the stroke, d to the release.,
Position d corresponds to the moment of ignition of the working mixture. Pocket in
5, the spool housing functions as a combustion chamber.
In position e (end of release - beginning of inlet) the piston comes close to the spool, the inlet and outlet channels are separated. Due to this, a complete cleaning of the working volume from combustion products is ensured and, therefore, filling is increased, and the flow of the combustible mixture is eliminated, which allows
5 to expand the valve timing.
As already indicated, the engine is equipped with a boost system due to pressure in the crank chamber. Figure 4, g shows the action of the bypass channels. In the indicated position of the spool inlet
through the pocket communicates with the exhaust channel. At the same time, in the maximum power mode and, therefore, the presence of excess pressure in the inlet channel, the pocket is cleaned of combustion products, which contributes to an increase in filling, the pocket receives additional cooling, and air is supplied to the exhaust channel for operation of the exhaust gas neutralizer.
The rectangular shape of the cylinder provides optimal geometric matching of the spool, rectangular in plan, with the volume, rectangular in terms of volume, swept away by crankshaft cranks. The long side of this section is oriented perpendicular to the axis of the crankshaft (in almost all real engines). The same orientation of the spool reduces its diameter.
By introducing a two-link cardan joint, a rotation axis of the spool drive is rotated through 90 °, a certain change in the angular velocity 0 of rotation of the spool within a half-revolution is achieved by choosing the angle between the directions of the axes of swinging of the crosses in the intermediate link. Reducing the speed near the position shown in Fig. 4, e allows increasing the azimuthal dimensions of the pockets and, accordingly, the filling.
(56) U.S. Patent Ms 1975777.C. 123-190, published. 1933.

Claims (4)

1. INTERNAL COMBUSTION ENGINE, comprising a housing with a cylinder, a cover, an inlet and an outlet, a piston located in the cylinder to form a combustion chamber and a crank chamber, kinematically connected to the crankshaft by means of a connecting rod, a rotary cylindrical gas distribution valve driven by 3Q of the crankshaft, with the inlet and outlet channels located on opposite sides from the axis of the spool, the axis of the spool perpendicular to the axis of the cylinder, two pockets symmetrical with respect to about the axis of the spool, and the gear ratio of the spool drive is four, characterized in that, in order to improve the filling of the cylinder and reduce the size of the engine, the core is placed perpendicular to the axis
crankshaft, and the spool drive is equipped with a two-link cardan joint with mutually perpendicular axes of the input and output shaft.
2. The engine according to claim 1, wherein the cylinder and, accordingly, the piston have a rectangular shape.
3. An engine according to claims 1 and 2, characterized in that the connecting rod with the piston is made in the form of a slide on the connecting rod and a curved guide on the piston.
4. The engine according to claim 1, characterized in that the crank chamber is in communication with the atmosphere and the inlet channel using check valves, and two bypass channels are made in the lid, one of which is in communication with the inlet and the other with the exhaust channels, both of which are bypass channels communicate with the spool pocket when its position is opposite to the cylinder.
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SU4892961 1990-11-29 1990-11-29 Internal combustion engine RU2002074C1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SU4892961 RU2002074C1 (en) 1990-11-29 1990-11-29 Internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SU4892961 RU2002074C1 (en) 1990-11-29 1990-11-29 Internal combustion engine

Publications (1)

Publication Number Publication Date
RU2002074C1 true RU2002074C1 (en) 1993-10-30

Family

ID=21551200

Family Applications (1)

Application Number Title Priority Date Filing Date
SU4892961 RU2002074C1 (en) 1990-11-29 1990-11-29 Internal combustion engine

Country Status (1)

Country Link
RU (1) RU2002074C1 (en)

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