RU2441997C1 - Internal combustion engine without connecting rod - Google Patents

Abstract

FIELD: internal combustion engine. ^ SUBSTANCE: invention concerns internal combustion engines, which can be used in the industry, agriculture and transport. The internal combustion engine without connecting rods contains the case, two opposed cylinders with pistons, which divides the cavities of cylinders into the compression and combustion chamber, system of air and fuel supply, fuel ignition, lubricating and cooling systems, engine starting and output shaft with a flywheel, kinematically connected to pistons. The engine is equipped with rack bars on the sides of the drum, rigidly connected to pistons, shaft gears, equal clutches installed on the end of shaft gears, and sensors to turn on/off the electromagnetic clutches. Each clutch consists of the driving disk with face teeth, movable part with face teeth, having possibility to move along teeth of internal engagement and middle part of the clutch rigidly installed on shaft gear and with possibility to engage the teeth of driving disk when clutch turning on. The clutch contains the electromagnet and springs which can disengage the movable part from face teeth of driving disk. Rack bars can be in constant mesh with shaft gears. Shaft gears are in constant mesh with a gear of output shaft by flywheel. ^ EFFECT: increase of performance coefficient and torsion torque. ^ 6 cl, 8 dwg

Description

The invention relates to internal combustion engines.

In industry, these are power units in excavators, cranes, compressors, pumps, individual power plants and other installations.

In agriculture, these are the engines of combines, threshers, mowing machines, tractors, vehicles and other machines and mechanisms.

In the aircraft industry (small aircraft) these are the engines of aircraft, hang gliders and other aircraft.

In shipbuilding, these are ship power units, outboard and stationary engines of small vessels.

In the automotive industry, these are the engines of cars and trucks.

Existing internal combustion engines with a high degree of manufacturability for mass production and widely used in various applications have significant drawbacks.

The main ones include a relatively low efficiency both in the mechanical part and in fuel. Low use of fuel energy leads to increased toxicity of exhaust gases, environmental pollution, loss of engine power. To a large extent, these disadvantages also occur in internal combustion engines proposed earlier with opposed working cylinders (for example, patents: RU No. 2084664, 2079683, 2042040, 2078227).

However, these engines not only do not solve the main problems, but have their drawbacks, such as one-way communication of the moving elements of the engine-flywheel and do not have feedback the flywheel-moving elements of the engine, which leads to the inability to start the engine through the flywheel with a starter, and the engine loses control when accelerating the flywheel, i.e. lost the ability to use the engine in braking mode.

The closest prototype devoid of this drawback is the engine according to patent DE 19715499 AI.

Such an engine contains a housing on which two cylinders with pistons in the form of flat disks with one compression ring are located opposite each other, separating the cylinder cavities into combustion chambers and compressor chambers. The pistons are interconnected by a rod, obtained as a result of combining the two, through rotation bearings on the pin of the crank, on the shaft of which a gear with external teeth is installed, which is in constant engagement with the crown with internal teeth mounted motionless. The piston disks have one through hole with a valve that allows the gases to move towards the combustion chambers, the latter being connected to the exhaust exhaust elements.

The rod, making rectilinear reciprocating movements, acts on the crank, the pin, rotating in the rod supports, makes the gear with external teeth rotate, which, in turn, circling the stationary crown with internal teeth, makes the output shaft with the flywheel rotate.

The disadvantage of the engine is that in a linear drive, the loads on the elements of the node are not distributed rationally, which increases friction in overloaded bearings, reduces efficiency.

The heat-resistant piston is short-lived. The air stream passing through the valve in the piston does not contribute to uniform and complete displacement of the combustion products from the combustion chamber, which prevents complete combustion of the fuel, increasing the toxicity of exhaust gases.

Due to the presence of cranks, the processes occurring in the engine are identical to the processes in the engine with a crankshaft and as a result, it has similar disadvantages and low efficiency.

The increase in engine power during testing occurred due to an increase in the working volume of a two-stroke engine with double fuel consumption.

It is unacceptable to compare the volumes of a conventional four-cylinder four-stroke engine, which we replace with a two-stroke one. It is necessary that the volumes of each of the engine cylinders are equal. Hence the false idea of increasing the power of the proposed engine.

Thus, the prototype does not solve the main problems of increasing efficiency, reducing toxicity of exhaust gases, does not increase power, does not reduce fuel consumption.

The objective and technical result of the invention is the creation of an economical engine with increased efficiency and increased torque, as well as the creation of direct and reverse kinematic connections between the moving elements of the engine and the flywheel.

The claimed technical result is achieved by the fact that the rodless internal combustion engine comprises a housing, opposed cylinders with pistons, which the cylinder cavities are divided into a compressor chamber and a combustion chamber, air and fuel supply systems, fuel ignition, lubrication system, cooling, engine start and output shaft with a flywheel kinematically connected to the pistons, the engine being equipped with gear racks located on the sides of the basket rigidly connected to the pistons, pinion shafts and couplings mounted on the ends of the pinion shafts, sensors for turning on and off the electromagnets of the couplings, each of the couplings consists of a drive disk bearing end teeth, a movable part with end teeth having the ability to move along the internal gear teeth of the middle part of the coupling rigidly mounted on the shaft gear and having the ability to engage with the teeth of the drive disk when you turn on the clutch, electromagnet and spring, which has the ability to remove the movable part from engagement with the end teeth of the lead the disk, the gear racks are made with the possibility of being in constant engagement with the gear shafts, and the gear shafts are in constant engagement with the gear of the output shaft by the flywheel.

The compressor chamber is made larger in volume than the combustion chamber.

The high pressure air equal to the gas pressure in the combustion chamber at the end of the stroke is supplied to the combustion chamber.

All valves, except the exhaust ones, operate from differential pressure, and the exhaust valves have an actuator.

The valves are made of disk and have struts with springs, ensuring the fit of the ground surfaces.

Angular speed sensors are installed on the gear shafts, which provide synchronous rotation of the gear shafts when the couplings are turned on.

The proposed engine is two-stroke, which reduces the number of strokes of the piston compared to the four-stroke, reduces the size, weight while maintaining power.

Direct-flow purge of the combustion chamber is carried out by increased air pressure equal to the gas pressure at the end of the stroke in the combustion chamber with a volume of at least no less than its volume, which provides a more complete and faster cleaning of the chamber from the combustion products. Using the rack and pinion mechanism and two couplings, direct and reverse kinematic coupling of the moving elements of the flywheel engine is carried out.

Due to the fact that in the proposed engine, to convert the reciprocating motion into rotational, couplings are used, for example, magnetic gear and rack mechanisms, the working elements of which are gears (pinion shafts), the radius of which is a constant shoulder of the vector force applied by the racks, then maximum torque occurs at the beginning of the operating cycle, at maximum gas pressure, while the further torque value depends on the change in gas pressure as they expand in the combustion chamber.

Pistons have openings covered by valves in the form of annular disks, rubbed to the base from the side of the combustion chambers, which ensure uniform displacement of the combustion products from the chambers. The valve discs have struts with springs ensuring the abutment of the ground surfaces.

The cylinders on one side have rigidly mounted partitions with holes, overlapped by valves facing the compressor chambers. Valves are identical to valves in pistons.

On the other hand, the cylinders in the combustion chambers have valves for the release of combustion products, made according to the "classical" scheme, for example, with an electromagnetic actuator.

The rod, rigidly connected to the pistons, carries in the center of the axis a basket with gear racks, which are located on the sides from the outside.

Inside the basket is a sleeve mounted on pins in the motor housing and sliding on a spacer sleeve. Oil enters through the bore of one axle to the pistons, and through the bore of another it drains into the engine housing.

The rails are in constant engagement with gear shafts, on the edges of which there are rolling bearings. The bearings are in contact with the tracks located on the racks, while maintaining a guaranteed clearance in the gearing, relieve lateral pressure in the stem seal assemblies and at the pistons on the cylinders.

At the ends of the gear shafts, on one side, there are sensors for switching on couplings, fuel supply, ignition sparks, and exhaust valve actuators.

At the opposite ends of the pinion shafts, contact couplings are installed, which are switched on alternately, with synchronization according to the revolutions of the driving and driven elements of the couplings with small end teeth.

The middle parts of the couplings are mounted rigidly on the shafts of the driven gear shafts and through internal gearing are connected to the moving parts of the couplings, which disconnect or connect the driven gear shafts due to springs and electromagnets.

The driven gear shafts are constantly engaged with the gear on the output shaft on which the flywheel is mounted.

Angular velocity sensors are installed on the shafts of the drive and driven gear shafts and the couplings (voltage supply to the electromagnet) are switched on only if the signals from the sensors match in magnitude.

The flywheel toothed ring periodically, during start-up, engages with the starter gear.

Figure 1 presents in section a General layout of the engine;

figure 2 shows the design of the basket;

figure 3 shows a top view of the basket with gear shafts in contact with the racks;

figure 4 shows a section of the piston;

figure 5 shows the location of the main elements of the piston;

figure 6 shows the main flows of oil;

7 shows a section of a gear magnetic clutch;

on Fig shows a diagram of torques, while one curve is displayed at the points of the staged movement of the piston during the crank conversion of the reciprocating motion into rotational, the other with the rack and pinion mechanism at the same points.

The engine comprises a housing 1 with two identical cylinders 2 and 2 'mounted opposite on it (the number of cylinder pairs depends on engine power), in which the pistons 3 and 3' are located;

dividing the cavity of the cylinder into the compressor chamber 4 and 4 ', and the combustion chamber 5 and 5'.

The pistons 3 and 3 'are connected by a rod 6, on which a basket 7 is installed in the middle. Inside the basket there is a sleeve 8, held by pins 9 in the housing 1 and sliding along the spacer sleeve 10. The basket 7 on the sides carries gear racks 11, at the edges of which there are tracks 12. The rails are in constant engagement with the gear shafts 13 and 14, bearing the rolling bearings 15, in contact with the tracks 12.

Cylinders 2 and 2 'have suction nozzles 16 and 16' and rigidly mounted partitions 17 and 17 'with through holes 18 and 18' and valves 19 and 19 'from the side of the compressor chambers 4 and 4' in the form of annular disks.

On the opposite side of the cylinders there are exhaust valves 20 and 20 'with actuator and rod seals 21 and 21'.

The rod 6, mounted in the pistons 3 and 3 ', consists of two hollow rods that are connected integrally by the spacer sleeve 10 of the basket 7.

Tubes 22 and 22 'are installed inside the stem, through which the oil enters the pistons 3 and 3' through the holes in the pin 9, sleeve 8 and sleeve 10 and merges into the housing 1 through the cavity of the stem 6.

At the ends of the gear shafts 13 and 14, identical couplings 23 are installed, each of which consists of a drive disk 24 carrying small end teeth, a movable part 25, which has its end teeth and, moving along the internal gear teeth of the middle part of the coupling 26, is rigidly installed on the shaft 27 of the driven gear shaft, is engaged with the teeth of the drive disk 24 when the clutch is engaged.

The springs 28 when the electromagnet 29 is turned off bring the movable part 25 out of engagement with the end teeth of the drive disk 24.

The driven and driving pinion shafts are equipped with angular velocity sensors 30 that provide synchronous rotation of the pinion shafts when the couplings are turned on, and the stops 31 set the minimum allowable clearances between the electromagnet 29 fixed in the housing 1 and the rotating moving part of the clutch 25.

The gears of the driven gear shafts are constantly engaged with the gear 32 fixed to the output shaft 33 on which the flywheel 34 is mounted. The starter gear 35 is engaged with the gear ring of the flywheel 34 when starting the engine.

Pistons 3 and 3 'consist of two parts pulled together by a threaded sleeve 36 and a cover 37, have groups of through holes 38 and valves 39, 39' from the side of the combustion chambers 5 and 5 'in the form of annular disks (valves 19 and 19' identical to valves 39). The valve disk 39 is ground to the ring - the base 40, while the abutment of the ground surfaces is provided by the springs 41 through the struts 42, which move in the bushings 43.

Pistons have cavities 44 with inserts 45, through which oil is supplied to oil rings 46, and cavities 47 for collecting oil from oil scraper rings 48. The piston carries compression rings 49. Sensors are installed on the ends of gear shafts 13 and 14 opposite from the couplings 23. 50, which provide switching on and off of the electromagnet 29 of the coupling 23, exhaust valves 20 and 20 ', the supply of fuel to the combustion chambers 5 and 5', the supply of sparks.

The engine operates as follows.

When the ignition is switched on, the sensors 50 give a signal to the electromagnet 29 of that clutch 23, the inclusion of which will allow the completion of the movement of the pistons 3 and 3 'in the direction in which they moved until the engine stopped. When you turn on the starter enters the gear 35 into engagement with the teeth of the crown of the flywheel 34, rotates it clockwise, bringing the pistons 3 and 3 'to the dead points.

Such an operating position of the engine is shown in FIG. 1 (coupling magnets, nozzle and spark plug are not shown).

Consider the process when in the chamber 5 'the piston 3' is brought to a dead point, the air is compressed and it is enough to ignite the fuel. High temperature and maximum pressure in the combustion chamber are held by the valves 20 'and 39' and the stem seal 21 '.

The sensor 50 gives a signal to turn off the electromagnet 29 of the clutch 23 mounted on the drive pinion shaft 13. The springs 28 disengage the end teeth, the clutch is disconnected.

The piston 3 'begins to move, carrying out a working stroke, while compressing the air in the chamber 4', untwisting part of the coupling 23 mounted on the drive shaft gear 14.

The sensors 50 give a signal to turn on the electromagnet 29 of this clutch only when the potentials of the angular velocity sensors 30 coincide. This means that the drive and driven gear shafts of this coupling rotate at the same speed.

The rack 11, moving with the rod 6, rotates counterclockwise the pinion shaft 14, which by kinematic connection untwists the flywheel 34 clockwise.

The valve 19 'of the septum 17' is pressed against the ground surfaces by increased pressure in the chamber 4 '. At the end of the operating cycle, the pressure in the chamber 5 'drops to the pressure level in the compressor chamber 4'. The valve 39 'in the piston 3' is suspended and opens when the exhaust valve 20 'is opened due to excess pressure in the compressor chamber 4' relative to the combustion chamber 5 '.

Through-purge of the combustion chamber 5 'occurs with air compressed in the compressor chamber 4'. Air passing through the holes in the piston 3 'and the valve 39' cools them. Valve 20 'closes.

During the stroke, the piston 3 'in the cylinder 2' moves behind itself through the rod 6 of the piston 3 in the cylinder 2.

The piston 3 compresses the air in the chamber 5, while a vacuum is formed in the compressor chamber 4, where air rushes under atmospheric pressure through a filter, a suction pipe (fitting 16), openings 18. opening the valve 19 of the partition 17.

Due to the fact that the pressure during compression of the working mixture is higher than at the end of the stroke of the piston 3 ', bringing the pistons 3 and 3' to the dead point provides the inertia energy of the flywheel 34.

When the dead center is reached by the piston 3, the sensors 50 give a signal to turn off the electromagnet 29 of the coupling 23, as a result of which the movable part 25 is disconnected from the drive disk 24 of the coupling 23 mounted on the pinion shaft 14 due to the springs 28. When the fuel ignites in the chamber 5, a working the stroke of the piston 3, repeating all phases of the cycle in the reverse order, while the flywheel 34 receives energy for rotation at each working stroke of the engine. Braking the flywheel 34 is possible by reducing the fuel supply, forcing the engine to operate in compressor mode.

Improving the efficiency of the engine is achieved by applying to convert the reciprocating motion into rotational rack and pinion mechanism and couplings.

In Fig. 8, curve I is constructed by superimposing an indicator diagram of the operation of a gasoline engine on a grid of periods of crankshaft rotation through 10 °. The intersection points are the gradual changes in the magnitude of the torque depending on the gas pressure and the distance from the axis of rotation to the point of application of the force generated by the rotation of the crankshaft. At maximum gas pressure on the piston, the torque is small due to opposition (piston, connecting rod, crank, main bearings). The pressure on the piston is ultimately absorbed by the engine housing. The maximum torque occurs when the crankshaft rotates 85 °, but the gas pressure in the combustion chamber is about 35% of the maximum.

Curve II of the graph depicted in Fig. 8 is plotted when examining the rack and pinion mechanism for converting reciprocating motion into rotational motion.

With the rack and pinion mechanism, the distance from the axis of rotation of the gear to the point of application of force is constant, and for the purpose of comparable results in this case is equated to the value of the crank.

Torques are determined with the same frequency at which curve I.

As a result of using a rack and pinion mechanism with couplings, we have maximum torque at maximum gas pressure at the beginning of the working cycle.

The decrease in torque occurs only from the loss of gas pressure in the combustion chamber when it expands.

The graphs of the curves show that the energy output in the rack and pinion mechanism with couplings used to convert the reciprocating motion into rotational motion is significantly higher than the crank converter with the same fuel consumption.

The engine can use mechanical actuators for exhaust valves, but this will reduce the response speed of the mechanisms, which will limit the speed of rotation of the output shaft.

In addition, several exhaust valves can be installed on each cylinder for better purging of the combustion chambers.

Claims (6)

1. The rodless internal combustion engine comprises a housing, opposed cylinders with pistons that divide the cylinder cavities into a compressor chamber and a combustion chamber, air and fuel supply systems, fuel ignition systems, a lubrication system, cooling, engine start, and an output shaft with a flywheel, kinematically connected with pistons, characterized in that the engine is equipped with gear racks located on the sides of the basket, rigidly connected to the pistons, pinion shafts, identical clutches installed at the ends in gears, sensors for turning on and off the electromagnets of the couplings, each of the couplings consists of a drive disk carrying end teeth, a movable part with end teeth, which can move along the internal gear teeth of the middle part of the coupling, rigidly mounted on the pinion shaft and having the ability to enter in engagement with the teeth of the drive disk when the clutch, electromagnet and spring, with the ability to remove the movable part from engagement with the end teeth of the drive disk, and gear racks made with the possibility of being in constant mesh with the pinion shafts, and gear-shafts are in constant mesh with the gear output shaft of the flywheel. 2. The engine according to claim 1, characterized in that the compressor chamber is made larger in volume than the combustion chamber. 3. The engine according to claim 1, characterized in that high pressure air equal to the gas pressure in the combustion chamber at the end of the stroke is supplied to the combustion chamber. 4. The engine according to claim 1, characterized in that all the valves, except the exhaust valves, operate from a differential pressure, and the exhaust valves have a drive. 5. The engine according to claim 1, characterized in that the valves are made of disk and have struts with springs, ensuring the abutment of the ground surfaces. 6. The engine according to claim 1, characterized in that the angular speed sensors are installed on the gear shafts, providing synchronous rotation of the gear shafts when the couplings are turned on.

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