RU2163680C2 - Slider-crank mechanism - Google Patents

Slider-crank mechanism Download PDF

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Publication number
RU2163680C2
RU2163680C2 RU98113961A RU98113961A RU2163680C2 RU 2163680 C2 RU2163680 C2 RU 2163680C2 RU 98113961 A RU98113961 A RU 98113961A RU 98113961 A RU98113961 A RU 98113961A RU 2163680 C2 RU2163680 C2 RU 2163680C2
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RU
Russia
Prior art keywords
crank
shaft
main
cranks
engine
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RU98113961A
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Russian (ru)
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RU98113961A (en
Inventor
А.И. Афонский
С.Н. Дегилевич
В.Г. Кабаков
В.В. Скобелев
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Общество с ограниченной ответственностью конструкторское бюро "Пульс"
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Priority to RU98113961A priority Critical patent/RU2163680C2/en
Publication of RU98113961A publication Critical patent/RU98113961A/en
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Publication of RU2163680C2 publication Critical patent/RU2163680C2/en

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Abstract

FIELD: engine engineering. SUBSTANCE: slider-crank mechanism has main cranks with central output shafts, connecting shaft with gears fixing relative position of main cranks, auxiliary four-throw shaft which end journals are made for moving along circle with equal radii of main crank and auxiliary four-throw shaft. Axes of arms of four-throw shaft are turned through 45 deg from vertical axis counter-clockwise. Connecting rods coupled to pistons are joined to arms through journals. Mechanism is provided with V-shaped crankcase. EFFECT: enhanced efficiency. 2 cl, 9 dwg

Description

 The present invention relates to mechanical engineering, in particular to engine building, and can be used to increase the torque of an internal combustion engine having a crank-slide mechanism.
 A device for improving the efficiency of an internal combustion engine, developed by the Japanese company "Mazda" (magazine "AUTO", N 1, 1995, p. 9) is known.
 The new engine received the designation Kj and belongs to the K series, created to adapt the Miller cycle with a Lysholm supercharger. With a working volume of 2.3 liters, its maximum torque corresponds to an engine with a working volume of 3.3 liters, and fuel consumption - to an engine with a working volume of 2.0 liters. And the reason is that with an actual compression ratio of 8.0, the expansion ratio or hermetic compression ratio is 10.0. Having thus reduced the combustion temperature, the researchers had to introduce only jet cooling of the piston bottom, without using any special structural materials.
 The main role in the operation of the new engine is played by the improved Lysholm supercharger. With the help of such a supercharger, the air supplied to the cylinders compresses up to 100 kPa, the “ignition” in them is one and a half times more air than it is placed in the geometric volume released by the piston. Why not more? The Miller cycle provides for the age of a portion of the charge back through an inlet valve that is closed later than usual to reduce the actual compression ratio.
 The choice of a Lysholm supercharger is due to a number of reasons.
 The first and, perhaps, the main one is that the air in it is compressed between the screws, that is, inside, and not outside, as in the Roots turbocharger. Therefore, he develops the necessary pressure at any speed of the crankshaft.
 And another significant advantage of the Lysholm supercharger is the complete absence of delay in the supply of compressed air to the desired pressure.
 Mazda specialists were able to solve the problem of increasing engine efficiency by increasing the amount of fuel-air mixture entering the cylinder without changing the crank mechanism, which has the disadvantage that the fuel the air mixture is transmitted over the small shoulder.
 In the present invention, the efficiency of the internal combustion engine in a kinematic way is increased by transmitting a large force through the larger arm.
 Known crank-slide mechanism containing the main cranks with central output shafts, a connecting shaft with gears fixing the relative position of the main cranks, an additional four-knee shaft, the end necks of which are made to move in a circle when the radii of the main crank and the additional four-knee shaft are equal (Balandin C .S. Rodless internal combustion engines.M.: Mashinostroenie, 1972, p. 116 - 117, fig. 1076, p. 14 - 15, fig. 11a). The known device is not efficient enough in operation and requires high precision manufacturing of parts.
 The objective of the invention is to increase work efficiency and simplify manufacturing.
The problem is achieved in that the crank-slide mechanism (KPM) containing the main cranks with central output shafts, a connecting shaft with gears fixing the relative position of the main cranks, an additional four-knee shaft, the end journals of which are made with the possibility of movement in a circle with equal radii of the main and additional chetyrehkolennogo crank shaft according to the invention the axis of the arms B y C y and B x C x chetyrehkolennogo shaft rotated by 45 degrees from the vertical axis about ive-clockwise, while the connecting rods, articulated pistons, articulated shoulders with B y C y and B x C x C y through the cervix and C x.
 In addition, the device may include a V-shaped crankcase.
In FIG. 1 shows a KPM diagram at the initial position at the upper point;
in FIG. 2 is a front view of FIG. 1;
in FIG. 3 is a diagram of KPM, in which the crank is turned from the initial position by 45 o ;
in FIG. 4 is a front view of FIG. 3;
in FIG. 5 - the position of the links KPM when moving down;
in FIG. 6 - the position of the links KPM when moving up;
in FIG. 7 - a crankshaft 2, in which the axis of the shoulders B y C y and C x B x rotated by 45 o ;
in FIG. 8 is a front view of FIG. 7;
in FIG. 9 is a diagram of the piston movement D y , when the mechanism rotates one revolution through 30 o with a radius OA o equal to A o B o .
The crank-slide mechanism contains: connecting rods 1, articulated with pistons D y and D x and with necks C y and C x of an additional four-crankshaft 2, end necks A of which are movable in a circle provided that the radius OA of the main crank 3 hatchers with the central shaft 4 is equal to the radius AB y and AB x cheterhkolennogo additional shaft 2, the slide 5, the guides 6 disposed in the V-shaped housing, the connecting shaft 7, the gear 8 of the outer engagement, locking the relative position of the main crank 3 pyr relative to one another through the gears 9 of the outer link.
The crank-slide mechanism for increasing torque works as follows: when combining the radius OA of the main crank 3 and the radius AB y of the additional four-knee shaft 2 with the vertical axis (see Fig. 1), the piston D y is in the upper position when a large force from combustion of the air-fuel mixture, which can be transmitted through the proposed large arm B y C y , that is, there is no "dead center" for this mechanism. In this case, the torque will be large, in contrast to the crank and connecting rod mechanisms.
 The rotation of the radius OA of the main crank 3 after two hundred and forty degrees (the position of the mechanism OA8B8C8D8, see Fig. 6), the large shoulder decreases when performing negative work, for example, during the compression stroke of the fuel-air mixture.
The technical result of the invention is expressed in the following:
1. The increase in engine torque as a result of an increase in the shoulder transmitting more power.
 2. Reducing engine displacement by increasing torque.
 3. Reducing the size of the engine by reducing its working volume.
 4. Reducing the intensity of the engine by reducing the size of the engine.
 5. Fuel economy by reducing engine displacement.
 6. Improving the environmental performance of the engine, since the piston at the upper point is longer (see Fig. 5, the position of the piston D11 and D12) than in an engine with a crank mechanism, as a result, combustion will be more complete.
 7. Reduction of the shoulder transmitting force when performing negative work, for example, during the compression stroke.
 8. The proposed crank-slide mechanism for increasing torque does not have “dead spots”, there are simply upper and lower points, that is, in any position of the mechanism there is always a shoulder for transmitting force, in contrast to the crank and connecting rod and rod-free mechanisms.

Claims (2)

1. A crank-slide mechanism containing the main cranks with central output shafts, a connecting shaft with gears fixing the relative position of the main cranks, an additional four-knee shaft, the end necks of which are made to move in a circle with equal radii of the main crank and the additional four-knee shaft, different in that the shoulder axis B y C y and B x C x chetyrehkolennogo shaft rotated by 45 o from the vertical axis counterclockwise, and the cranks, the articulated pistons, with member with shoulders B y C y and B x C x C y through the cervix and C x.
 2. The mechanism according to claim 1, characterized in that it contains a V-shaped crankcase.
RU98113961A 1998-07-23 1998-07-23 Slider-crank mechanism RU2163680C2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
RU98113961A RU2163680C2 (en) 1998-07-23 1998-07-23 Slider-crank mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
RU98113961A RU2163680C2 (en) 1998-07-23 1998-07-23 Slider-crank mechanism

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RU98113961A RU98113961A (en) 2000-04-27
RU2163680C2 true RU2163680C2 (en) 2001-02-27

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012015373A1 (en) * 2010-07-26 2012-02-02 Galetskij Anatolij Jurevich Piston engine having a mechanism with no connecting rods

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
БАЛАНДИН С.С. Бесшатунные двигатели внутреннего сгорания. - М.: Машиностроение, 1972 г., с.116-117, рис.107б, с.14-15 рис.11а. *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012015373A1 (en) * 2010-07-26 2012-02-02 Galetskij Anatolij Jurevich Piston engine having a mechanism with no connecting rods

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