RU2484270C2 - Internal combustion engine - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine includes a housing, at least one working cylinder (1), two opposite located pistons two opposite located pistons (2) and (3), which move towards each other and arranged in cylinder (1) so that a common chamber is formed and connected to pendulums (4) and (5). The engine includes axes (11) and (12) of pendulums (4) and (5), tie-rods (6) and (7); piston-rods (8) and (9), crankshaft (10), a gas distributing mechanism made in the form of purging and exhaust openings and a fuel spraying atomiser. Opposite lying piston-rods (8) and (9) of crankshaft (10) are hinged to tie-rods (6) and (7) connected to axes of pendulums (11) and (12). Cylinder (1) of the engine has a bent shape and is made in the form of two toroid-shaped sections of opposite directivity, the axes of which lie in one plane. At position of one of the piston-rods or in position of external or internal dead point of the piston related to it, the other piston-rod is in the position that differs from external or internal dead point of the piston related to it. A gap between pistons (2) and (3) and a wall of cylinder (1) is steady at any position of crankshaft (10).

EFFECT: reducing the engine dimensions, reducing the load in a movement conversion mechanism and increasing the engine operating life.

8 cl, 16 dwg

Description

The invention "Internal combustion engine" relates to engine building, in particular to internal combustion engines, and can be used in various power plants, in cars, aircraft, etc.

A known engine containing arcuate cylinders placed in them counter-moving pistons with the formation of a common combustion chamber, a gas distribution mechanism made in the form of purge and fuel injection windows, a motion conversion mechanism connected to the pistons, made in the form of a crank mechanism (see World patent Intellectual Property Organization No. WO 2007/145881, 2007).

The disadvantage of this engine is the use of two crankshafts in the design and the complexity of the design. Also, the disadvantage of this engine, in particular, and, in general, of all engines using an arcuate cylinder, is that when the piston moves, the trajectory of the piston points closest to the center of the arc of the cylinder is shorter than the trajectory of more distant points from the center of the arc of the cylinder . In this connection, the flow rates of gases in the cylinder are very different, which leads to the deterioration of gas-dynamic processes occurring in the cylinder.

A known engine containing an arcuate cylinder, a piston moving along the walls of the cylinder, a rod pivotally connected to the crankshaft connecting rod (see RF patent No. 2042038, publ. 1995).

This engine cannot efficiently use the energy of the burned fuel, because the pressure force of the gases of the burnt fuel acts on one piston, and therefore the torque from the pressure force of the gases will be lower.

A known internal combustion engine containing at least one cylinder, placed in it two opposed and counter-moving pistons with connecting rods, a crankshaft, a mechanism for converting the movement of pistons into rotational movement of the crankshaft, made with rockers in the number of pistons, opposite cranks of the crankshaft moreover, the connecting rod rods of the pistons are pivotally connected to the first shoulders of the rocker arm, and the connecting rods of the crankshaft are pivotally connected to the second shoulders of the corresponding rocker arms (see I.I. ARTOBO LEVSKY, Mechanisms in Modern Technique, Volume 2. Rocker-lever and crank-slide mechanisms, Moscow: Nauka, p. 486, Fig. 1495).

The disadvantage of this engine is low efficiency and economy.

As a prototype, an internal combustion engine was selected, comprising at least one cylinder, two opposed and counter-moving pistons with connecting rod rods, a crankshaft, arranged in it to form a common combustion chamber. The gas distribution mechanism is made in the form of purge and fuel injection windows. The mechanism for converting the movement of the pistons into the rotational movement of the crankshaft is made with rockers in the number of pistons. The connecting rod rods of the pistons are pivotally connected to the first arms of the rocker arm, and the connecting rods of the crankshaft are pivotally connected to the second shoulders of the corresponding rocker arms. Two opposing crankshaft connecting rods are respectively located in mutually intersecting planes perpendicular to the plane of rotation of the crankshaft. The crankshaft connecting rods are arranged so that when one of them is in the top or bottom dead center position of the piston associated with it, the other connecting rod is in a position different from the top or bottom dead center of the piston associated with it (RF Patent No. 2184864, publ. 10.07 .2002).

The objective of the invention is to increase the economy, power, environmental friendliness and operational efficiency, simplifying the design of the engine, reducing the overall dimensions of the engine, significantly reducing the load in the mechanism for converting movement and specific gravity, increasing the life of the engine.

The problem is solved in that in an internal combustion engine containing a housing of at least one working cylinder, two opposed and counter-moving pistons located in the cylinder to form a common combustion chamber and connected to the pendulums, the axis of the pendulums; traction; connecting rods; crankshaft; the gas distribution mechanism, made in the form of purge and exhaust windows, fuel injection nozzles, the engine cylinder has a curved shape and is made in the form of two toroidal sections of opposite directions, the axes of which lie in the same plane; opposite crankshaft connecting rods are pivotally connected to rods connected to the axles of the pendulums, and when one of the connecting rods is in the position of the external or internal dead center of the piston associated with it, the other connecting rod is in a position different from the external or internal dead center of the piston associated with it; the gap between the pistons and the cylinder wall is unchanged at any position of the crankshaft.

Opposite cranks may be located on opposing crankshaft journals

Opposite connecting rods may be located on the same neck of the crankshaft.

A curved cylinder with pistons and pendulums can be enclosed in a separate housing. In this case, the piston stroke can be used to pressurize air from the subpiston space, and the movement of the pistons during compression of the working fluid can be associated with the suction of air into the subpiston space.

The crankshaft necks may be located asymmetrically to the axis of the crankshaft.

The axes of the pendulums can be connected with the pendulums, in number more than one, and it is possible that one pendulum connected to the axis of the pendulums is connected to a piston located at external dead center and the other pendulum is connected to another piston located at internal dead center.

The axis of the pendulums can be pairwise located one inside the other, coaxial with the first.

Each pendulum can be rigidly connected to the pistons, in the amount of more than one, which move in their respective cylinders.

When using a four-stroke cycle, the number of pendulums with pistons located in the respective cylinders and connected to the axes of the pendulums doubles.

The movement conversion mechanism can be made in the form when the oscillatory angular movement of the pendulums is converted into the rotational movement of the output shaft by means of an oblique crank with swinging washers through the frames connected with them.

Figure 1 presents the diagram of the engine when the connecting rods are on the opposite necks of the crankshaft. Figure 2 presents a diagram of the engine when the connecting rods are on the same neck of the crankshaft. Figure 3 presents the diagram of the engine when the working curved cylinder is placed in a separate housing. Figure 4 shows a diagram of the engine, when the axis of the pendulum can pairwise be one inside the other, coaxial first. Figure 5 shows a schematic diagram of the engine when the oscillatory angular motion of the pendulums is converted into rotational motion of the output shaft by means of an oblique crank with swinging washers through the frames connected with them. Figure 6 presents the diagram of the engine when the pistons move near the internal dead center (see the description of the engine). In Fig.7 shows a section along the axis of the cylinder, Fig.8 shows a section along the axis of the connecting rod for the case when the connecting rods on different necks of the crankshaft. Figure 9 shows a section along the axis of the cylinder, figure 10 shows a section along the axis of the connecting rod for the case when the connecting rods on one neck of the crankshaft. In Fig.11 and Fig.12 shows the cross section of the working cylinders for the case when the axis of the pendulum can pairwise be one inside the other, coaxial first. In Fig.13 shows a section along the axis of the cylinder, Fig.14 shows a section along the axis of the connecting rod for a drawing describing the basic operation of the engine. On Fig and Fig shows the position of the connecting rods at a position near the internal dead center of the associated pistons.

An internal combustion engine comprises at least one curved cylinder 1 (FIG. 1); placed in it with the formation of a common combustion chamber, two opposed and counter-moving pistons 2 and 3, connected to the pendulums 4, 5 by the number of pistons associated with the axes of the pendulums 11 and 12; crankshaft 10; gas distribution mechanism, made in the form of purge and exhaust windows; fuel injection nozzles (not shown) and opposite connecting rods 8 and 9 of the crankshaft 10 pivotally connected to rods 6 and 7 connected to the axes of the pendulums 11 and 12. Two opposing connecting rods 8 and 9 of the crankshaft 10 are located so that when one of these, in the position of the external or internal dead center of the piston associated with it, the other connecting rod is in a position different from the external or internal dead center of the piston associated with it.

The engine is as follows.

1. When the pistons 2 and 3 (6) move to the center of the cylinder 1 (the crankshaft 10 rotates clockwise), when the piston 3 reaches the internal dead center (the neck of the connecting rod 9 is at point C, Fig. 15), the piston 2 has not reached the internal dead center (the neck of the connecting rod 8 is located at point P), but the volume of the cylinder between the pistons 2 and 3 has already become minimal, according to thermal calculations (the so-called volume of the combustion chamber). At this moment, the maximum temperature of compressed air in cylinder 1.

2. With a further rotation of the crankshaft (Fig. 14), the piston 3 moves away from its internal dead center, and the piston 2 (Fig. 13) has not yet approached its internal dead center - the pistons 2 and 3 are located symmetrically to the axis passing through the centers K and M axes of the pendulums 11 and 12 (Fig. 15). The volume of the cylinder 1 between the pistons 2 and 3 in this position of the crankshaft 10 remains approximately equal to the volume of the cylinder 1 discussed in paragraph 1.

3. With a further rotation of the crankshaft (Fig. 16), the piston 2 approaches its internal dead center, and the piston 3 moves away from its internal dead center even further, the necks of the connecting rods 8 and 9 are respectively located at points E and N.

The volume of the cylinder 1 between the pistons 2 and 3 in this position of the crankshaft 10 remains approximately equal to the volume of the cylinder 1 discussed in the previous paragraphs 1 and 2.

In the case of engine operation in the diesel version, fuel injection occurs between the positions of the crankshaft 10 discussed in paragraphs 1 and 3, and by the time the crankshaft 10 is in the position described in paragraph 3, the fuel in its bulk is already ignited, which leads to to a sharp increase in gas pressure on the pistons 2 and 3. Since the piston 3 at this time is already in a state different from the internal dead center, the gas pressure force on this piston gives a tangential component applied to the neck of the crankshaft 10 (point Figure 16), which, in turn, develops a torque of the engine.

The mechanism for converting the movement of the pistons into the movement of the crankshaft provides a purge of the cylinder, in which, when the pistons move, the exhaust windows open earlier than the intake ones. When the pistons move in the opposite direction, the outlet windows close earlier than the inlet ones. Due to this, it is possible to boost the engine with air.

A variant of the gasoline engine is possible. In this case, fuel is injected into the intake manifold in the final stage of air supply or directly into the cylinder into the piston space. The ignition of the air-fuel mixture in this case is carried out from the spark plug.

A variant of the gas-diesel engine is possible. In this case, gas is injected into the intake manifold in the final stage of air supply or directly into the cylinder into the piston space. The ignition of the gas-air mixture in this case is carried out from the injection and ignition of diesel fuel at the time of maximum compression of the mixture.

Claims (8)

1. An internal combustion engine comprising a housing, at least one working cylinder, two opposed and counter-moving pistons placed in the cylinder to form a common chamber and connected to pendulums, pendulum axles, rods, connecting rods, a crankshaft, a gas distribution mechanism, made in the form of purge and exhaust windows and fuel injection nozzles, characterized in that the opposing crankshaft connecting rods are pivotally connected to rods connected to the pendulum axles, the engine cylinder has a curved shape and n in the form of two mountainous sections of the opposite direction, the axes of which lie in the same plane, moreover, when one of the connecting rods is in the position of the external or internal dead center of the piston associated with it, the other connecting rod is in a position different from the external or internal dead point of the associated piston; and the gap between the pistons and the cylinder wall is unchanged at any position of the crankshaft. 2. The engine according to claim 1, characterized in that the opposite connecting rods can be located on the opposite necks of the crankshaft. 3. The engine according to claim 1, characterized in that the cylinder with pistons and pendulums can be enclosed in a separate housing. 4. The engine according to claim 1, characterized in that the necks of the crankshaft can be located asymmetrically to the axis of the crankshaft. 5. The engine according to claim 1, characterized in that the axis of the pendulums can be connected to the pendulums, in the amount greater than one, and when one pendulum connected to the axis of the pendulums is connected to a piston located at external dead center, the other pendulum is connected to another piston located at internal dead center. 6. The engine according to claim 1, characterized in that the axis of the pendulums can pairwise be inside one another, coaxial first. 7. The engine according to claim 1, characterized in that each pendulum can be rigidly connected to the pistons, in an amount greater than one, which move in their respective cylinders. 8. The engine according to claim 1, characterized in that the mechanism for converting the oscillatory angular motion of the pendulums into the rotational movement of the output shaft is made by means of an oblique crankshaft with swinging washers through the frames connected with them.

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