RU2530982C1 - Opposite piston machine - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: use: ICE (internal combustion engines), compressors, pumps, including multi-cylinder ones. Objective: expansion of capabilities of an opposite piston machine. Substance of the invention: the opposite piston machine comprises cylinders, pistons with fixators of dead points, hingedly installed parallel toothed racks, a shaft with a gear, engaged with these racks, at the same time in the gear the teeth are cut on the arc with length of not more than half of the circumference length, these teeth are in turns engaged with oppositely arranged toothed racks, which by yokes connect two pistons with fixators of dead points in them.

EFFECT: proposed technical solution significantly expands capabilities of a piston machine, it is reversible - makes it possible to use it as a high-speed highly cost-effective ICE, and also as a compressor or a pump, including a multi-cylinder one.

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Description

The proposed device relates to mechanical engineering, in particular to engine building, the production of compressors, pumps.

Piston machines are used as internal combustion engines, compressors or pumps.

A device is known - ICE (internal combustion engine), the basis of which is a crankshaft (crank mechanism), which converts the reciprocating motion of the piston into rotational motion of the crankshaft. (1. Internal combustion engines: Design and operation of reciprocating and combined engines / V.P. Alekseev et al. - M.: Mechanical Engineering, 1990. - 288 p.).

However, the crankshaft has significant drawbacks: the force from the gas pressure on the piston is not fully used to rotate the crankshaft, reducing the efficiency of the mechanism and the engine, “shifting” of the piston occurs at dead points — a change in the direction of the lateral force, which creates dynamic loads. KShM is structurally complex - it has several loaded swivel joints: main and connecting rod necks, piston pin bearings, requiring a perfect lubrication system with supply of motor oil under pressure. To balance the mass of the cranks, it is necessary to install balances, you need a flywheel that accumulates the energy of the stroke, providing other engine strokes, as well as the passage of the piston through the dead points.

The force from the gas pressure on the piston is decomposed into two components: one along the axis of the connecting rod, the other creates a lateral load on the piston, causing energy loss due to friction and wear. The force acting along the connecting rod axis on the crank pin also decomposes into two components: one loads the main necks, the payload - the torque on the crankshaft, creates only the second component of the force perpendicular to the crank.

Known rodless internal combustion engines without crankshaft on the basis of copyright certificate No. 118471 (2. Balandin S.S. Rodless piston internal combustion engines. - M .: Mechanical Engineering, 1972. - 176 p.). The rod-free mechanism makes it possible to constructively carry out a two-sided working process in cylinders with small dimensions and high speed engines and to obtain almost double liter and overall power as a result.

However, the rodless mechanism has complex kinematics (2. Fig. 3-10, etc.). In a number of designs, the function of the connecting rods is performed by the sliders, but in any case, the crankshaft remains, which is difficult to manufacture, its main necks need lubrication under pressure, gears must be installed between the crankshaft and drive shafts (2 Fig. 12), which complicate the engine design.

Known rack gears interconnected with pistons. The world’s first steam three-wheeled wagon, Kunho, was driven to the front wheel by two pistons of steam engines with racks working alternately. One of N. Otto's first engines had a vertical cylinder, the piston of which interacted with a rack with a gear rim of the power take-off shaft through an overrunning clutch.

However, these machines and mechanisms were imperfect, had a low efficiency, low rotational speed, and hence low power. Freewheels are short-lived, they do not provide a clear response at high speed.

Known three-link gear mechanism with a double-sided rack (Z. Artobolevsky II Mechanisms in modern technology. T. 3. - M .: Nauka, 1973. S. 45, Fig. 33). It is noted that in extreme positions the link with the rails has stops. The above scheme is inoperative, since the extreme teeth are engaged: the lower tooth must move the link with the rails to the left, and the upper tooth has not yet come out of engagement and pushes the link to the right.

Closest to the proposed technical solution is the opposed piston machine with a rack and pinion mechanism (1. p. 262, fig. 182, b).

It is known that such an opposed piston machine consists of cylinders located in them oppositely deployed pistons with a gear rack pivotally mounted on each piston engaged with a gear fixed to the shaft.

However, a piston machine with such a mechanism has limited capabilities, and the rack-and-pinion mechanism is used only as a synchronizing mechanism on high-speed gas generators.

The problem to which the claimed technical solution is directed is to expand the capabilities of the opposed piston machine with a rack and pinion mechanism.

The essence of the proposed device lies in the fact that the opposed piston machine contains cylinders, pistons with oppositely spaced gear racks, a shaft with a gear engaged with these racks, while, unlike the prototype, the gear teeth are cut on an arc no more than half the circumference , these teeth are alternately engaged with toothed racks, which rocker arms connect both pistons with dead center latches located in them.

The proposed technical solution significantly expands the capabilities of the piston machine, it is reversible - it can be used as a high-speed, high-speed internal combustion engine, as well as a compressor or pump, including a multi-cylinder.

Figure 1 shows a simplified diagram of the opposed piston machine in a state when the pistons are in the extreme left position: the left piston at TDC (top dead center), the right piston at BDC (bottom dead center). The diagram does not show the gas distribution mechanism, cooling system, lubrication, etc.

In figure 2, the opposed piston machine is shown in a state when the pistons are in the extreme right position: the right piston in the upper dead center, and the left piston in the upper cylinder.

Pistons 2 are installed in cylinder 1 with compression 3 and oil scraper 4 piston rings, as well as dead center retainers 5. The gear racks 6 are pivotally connected to the rocker arms 7 fixed in the middle of the pistons 2. The articulated joint is not shown - these can be clamps between the racks 6 and rockers 7, the grooves in the ends of the rails 6 with the pins connecting them to the pistons 2. The simplest connection can be provided with the grooves in the ends of the rails 6 into which the ends of the rocker arms 7 are inserted. The gear racks 6 can be alternately engaged with the pole Stern 8, in which the teeth are cut on an arc no more than half the circumference. The gear 8 is fixed on the shaft 9. On the gear 8, on the side free of teeth, a piston stroke limiter 10 is installed in the BDC (bottom dead center). Cylinder 1 may consist of two parts connected by a common crankcase. The gears of the gears 8 and racks 6 can have a different pitch and module (conditional gear ratio), tooth correction, including flanking, is acceptable.

The proposed opposed piston machine operates as follows.

I. Four-stroke internal combustion engine mode.

1st state. On the left is the intake stroke (intake of the combustible mixture), on the right is the compression stroke of the working mixture. Force from shaft to top rail and right piston. In Fig.1, the torque from the shaft 9, rotating clockwise, the gear 8 transmits the force to the upper gear rack 6 and pushes it from left to right. The rocker 7 at the top is pressed against the piston 2, and the lower end shifts the lower rack to the left, at this moment the lower rack is out of engagement with the gear. The passage of the BDC is provided by the groove between the dead center retainer 5 and the central shaft of the piston 2, along which the stopper 10 passes. The teeth of the gear 8 move the upper piston 6 from the BDC to TDC and the left piston from the BDC to BDC.

2nd state. On the left is the compression of the working mixture, on the right is the working stroke. Force from the right piston with the lower rack onto the shaft. The force from the gas pressure of the burning working mixture in the right part of the cylinder 1 acts on the right piston 2, the rocker 7 will change its position and will press on the lower gear rack with the lower end 6. The passage of the BDC of the left piston is ensured by the passage of the limiter 10 along the groove between the lock 5 and the central shaft left piston 2. The right piston passes from TDC to BDC, and the left piston passes from BDC to TDC. The teeth of the lower rack 6 interact with the teeth of the gear 8, forcing it and the shaft 9 to rotate clockwise. The teeth of the upper rack 6 during this movement do not interact with the teeth of the gear 8, providing free movement. The shaft 9 transfers energy to the flywheel (not shown in the diagram), which provides the drive of executive and auxiliary mechanisms, and also accumulates part of the energy for other engine strokes.

3rd state. On the left is the working stroke, on the right is the exhaust (exhaust gas displacement). The force from the left piston or rather the rack onto the shaft. The force from the gas pressure of the combustible working mixture in the left part of the cylinder 1 acts on the left piston 2, the rocker 7 will change its position and will press on the upper gear rack with the upper end 6. The passage of the BDC of the right piston is ensured by the passage of the limiter 10 along the groove between the lock 5 and the central rod right piston 2. The left piston goes from TDC to BDC, and the right piston goes from BDC to TDC. The teeth of the upper rack 6 interact with the teeth of the gear 8, forcing it and the shaft 9 to rotate clockwise. The teeth of the lower rack 6 with this movement do not interact with the teeth of the gear 8, providing free movement. Shaft 9 transfers energy to the flywheel.

4th state. On the left is the exhaust stroke, on the right is the intake stroke. The force from the shaft to the lower rail and the left piston. In Fig.2, the torque from the shaft 9, rotating clockwise, the gear 8 transmits the force to the lower gear rack 6 and pushes it from right to left. The rocker 7 at the bottom is pressed against the left piston 2 and the lower end shifts the left piston to the left, at this moment the upper rack is out of engagement with the gear. The passage of the BDC (bottom dead center) is provided by the groove between the dead center retainer 5 and the central shaft of the piston 2, along which the stopper 10 passes. The gear teeth 8 of the lower rack 6 move the left piston 2 from the BDC to the BDC and the right piston from the BDC to the BDC.

II. Push-pull compressor or pump mode.

1st state. The force from the shaft is the top rail on the right piston. On the left is the cycle of filling the cylinder with gas or liquid, on the right is the cycle of compression and displacement of compressed gas or the displacement of liquid under pressure. In Fig.1, the torque from the shaft 9, rotating clockwise, the gear 8 transmits the force to the upper gear rack 6 and pushes it from left to right. The rocker 7 at the top is pressed against the piston 2, and the lower end shifts the lower rack to the left, at this moment the lower rack is out of engagement with the gear. The passage of the BDC (bottom dead center) is provided by the groove between the dead center retainer 5 and the central shaft of the right piston 2 along which the stopper 10 passes. The gear teeth 8 move the upper piston 6 from the BDC to the TDC and the left piston from the BDC to the BDC.

2nd state. On the left is the discharge cycle, on the right is the intake cycle (filling the cylinder with gas or liquid). The force from the shaft to the lower rail and the left piston. In Fig.2, the torque from the shaft 9, rotating clockwise, the gear 8 transmits the force to the lower gear rack 6 and pushes it from right to left. The rocker 7 at the bottom is pressed against the left piston 2 and the lower end shifts the left piston to the left, at this moment the upper rack is out of engagement with the gear. The passage of the BDC is provided by the groove between the dead center retainer 5 and the central shaft of the left piston 2, along which the stopper 10 passes. The gear teeth 8 lower rail 6 move the left piston 2 from BDC to TDC, and the right piston from TDC to BDC.

On one shaft 9 there can be several gears 8 and the elements of the opposed piston machine interconnected with them - multi-cylinder piston machines can be obtained. The use of multi-cylinder engines will make it possible to obtain high-power internal combustion engines, while a better balancing of engine operation will occur and a flywheel of lower relative mass will be required. Multi-cylinder multi-stage compressors with a sequential increase in gas pressure can be obtained not only due to the number of gears and the interconnected gear racks and pistons, but also by installing step pistons.

Designations

1 - cylinder;

2 - pistons;

3 - compression piston rings;

4 - oil scraper piston ring;

5 - dead center fixer;

6 - gear racks;

7 - rocker arms between gear racks 6 and pistons 2;

8 - gear with teeth on an arc of less than half the circumference;

9 - shaft;

10 - piston stroke limiter at BDC (bottom dead center).

Claims (1)

Opposite piston machine containing cylinders, pistons with opposite toothed racks, a shaft with a gear engaged with these racks, characterized in that the gear teeth are cut into an arc no more than half the circumference, these teeth are alternately engaged with gear racks that are rocker arms connect both pistons with dead center latches located in them.

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