WO1994019590A1 - Moteur alternatif dote d'un mecanisme a manivelle a deux etages - Google Patents

Moteur alternatif dote d'un mecanisme a manivelle a deux etages Download PDF

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Publication number
WO1994019590A1
WO1994019590A1 PCT/JP1993/000250 JP9300250W WO9419590A1 WO 1994019590 A1 WO1994019590 A1 WO 1994019590A1 JP 9300250 W JP9300250 W JP 9300250W WO 9419590 A1 WO9419590 A1 WO 9419590A1
Authority
WO
WIPO (PCT)
Prior art keywords
crank
shaft
stage
connecting shaft
flywheel
Prior art date
Application number
PCT/JP1993/000250
Other languages
English (en)
Japanese (ja)
Inventor
Mitsugu Aoyama
Original Assignee
Mitsugu Aoyama
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 Mitsugu Aoyama filed Critical Mitsugu Aoyama
Priority to PCT/JP1993/000250 priority Critical patent/WO1994019590A1/fr
Priority to AU35754/93A priority patent/AU3575493A/en
Publication of WO1994019590A1 publication Critical patent/WO1994019590A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion

Definitions

  • the present invention belongs to the reciprocating engine in the internal machine M, and the starting force of the gas combustion explosion is changed from a piston to a crank through a compressor! ! To crank 3 ⁇ 4, to rotational force! In other words, it relates to an engine that extracts advanced torque and outputs it. Furthermore, the two-stage combination of the first and second stages is used.
  • crank radius is reduced to a shorter radius, and the pressure of the crank is increased to reduce the power, and the power factor of the pressure is increased by inertial rotation.]?
  • the purpose is to strongly react to the force, continue the normal rotation, and increase the engine output error.
  • the fuel chamber has the minimum volume at the initial explosion pressure, and when the explosion pressure 11 is, for example, about 35 /, the next (the C-biston position is lowered and it is twice the initial volume).
  • the explosion pressure value drops to about 1/2
  • the explosion pressure value drops to about 1 / 2.5
  • the drop from the top dead center of the biston with the maximum explosion force ⁇ There is an irrationality of the ability to change the torque on the starting force, and the irrationality of the greeting ability.
  • the shaded area D in the lower left of the figure is the effective energy.]
  • ⁇ The shaded area in the lower right is the effective energy.
  • the extension of the graph to the side ⁇ indicates the value of the value ⁇ This value is based on the force of one explosive force received by the biston ⁇
  • the extension of the left side of the biston ⁇ Shown in a. b. c. d-e. ⁇ is a phenomenon in which the piston is moved downward from the top dead center position S, the room becomes wider, and the explosion pressure value suddenly declines.
  • the explosion pressure value which was the largest in the top dead center area of the above-mentioned crank, is .g, which is inversely proportional to the square of the shoe drop of the biston.
  • the first stage and the second stage of the present invention there is a two-S-rank mechanism with rank.
  • the second stage crank which is connected to the second stage crank 1), the second stage crank and flywheel / re 12 and the second stage connecting shaft 10
  • the structure of this ⁇ -stage crank structure is as follows: the front-stage crank fulcrum at the center of the front-stage crank] 3 is fixed to the rear-stage and flywheel 12 as the front-stage crank.
  • the location is set to the front rank 13 on the left side of the center line passing through the latter rank [1 ] , but the position is close to the latter rank IS11. Set to position.
  • the front crank 13 pivots only the front front crank fulcrum ⁇ on the rear crank / flywheel 12, but the rotation is slow.
  • This relative front Kura ink split Ngu ⁇ shaft are fixed out of the preceding click rank I 3 is an operation which hula Ihoinore 1 doubles the inertial rotation force Zhang, subsequent click rank and off La Ihoi / scan pre ring provided Les 12 bearing shaft ⁇ spring 30 to face the hole 26.3] is receiving resiliently sandwiching Memi the preceding clan click split ring bearing shaft 2 4 in the rotational direction .
  • the piston is operated with two cranks, and the compression and exhaust strokes of the explosion and suction, compression, and exhaust strokes performed during one round trip of the piston are performed. Due to the occurrence of inter-axle dislocation temporary cracking that occurs only in the post-compression stage], starting from the point when two-thirds of the compression stroke has elapsed with the rotation of the crank connecting shaft 9 >> Top dead center The operation is completed at about 10 degrees before this, but in this operating region, the two shafts are used to rotate the front and rear cranks to shorten the distance between both crank shafts. It operates as a crank between shafts.
  • the distance between the two shafts is temporarily reduced to a flute at the interval between the front crank fulcrum shaft M provided in the front crank I 3 and the rear crank shaft 11.
  • the rotating force of the crank and flywheel is the remaining rotating force of the explosive power of the first stage explosion process1), which is several times the power factor of the insidious rotating force.
  • is raised to its labor saving driving force is the gel front click rank connection shaft 9 which transmits the pre-dunk rank I 3 directly from the preceding class link fulcrum shaft 14 pushed, earthenware pots row 3 ⁇ 4 when this short Inter-axis operation of the crank arm radius is performed *
  • the crank arm radius is reduced by about 1/3. **,, Next operation
  • the explosion stroke and the suction stroke are the same, and the compression stroke and the exhaust stroke are also the same.
  • the front crank spring receiving member 2 is located at the missing portion of the hole, and is fixed by protruding. In the notch hole S, insert the front crank spring receiving 3 ⁇ 42 in the upper part. Half-fix it to the rear crank and flywheel 12 so that it is sandwiched in the lower part! )
  • branch panel 30.31 Ru to a circle direction of rotation of the front click rank I 3, Ru Citea to produce a cushioning effect ⁇ strength. Therefore from the preceding stage class link split ring bearing shaft 24
  • the front crank spring receiver 1 ⁇ 224 is located at a distance of at least twice the distance from S li to the front crank connection 3 ⁇ 49.Therefore, the power factor of the remaining inertia S rotational force is about twice is increased to, ⁇ click rank: 13 through the bare Li in g S you have to rotatable in front Kura link connecting 9 1, by increasing the co-down Rod 6 I] bis t 4 It is the transition.
  • This operation starts when the second crank connection line 9 is located at the bottom dead center 4 of the subsequent crank drum fly-wheel 12. That is, the former stage crank connection ⁇ 9 rotates forward and starts from the bottom dead center 44 of the latter stage and flywheel 1 at the position shown in Fig.
  • the moment of inertia of the rear-stage crank and flywheel 12 is expressed by It is gradually switched to the front crank fulcrum shaft 14 installed on the crank and fly wheel, and then shifted to the front crank shaft 11, and only a part of the post compression stage is performed in the middle of the stroke. It becomes the arm crank connection axis.
  • This operation is a short radius crank operation with a short distance I between the two crank shafts.In the normal crank operation, the crank radius is smaller than that of the rear crank shaft 11 with respect to the rear crank shaft 11.
  • the section that operates with the normal crank radius extends from near top dead center in Fig. 4 to Fig. 5 '! ), And runs through from Fig. 2 to Fig. 3.
  • the inertia rotational force of the rear-stage crank and flywheel / rail 12 is increased when the front-stage crank fulcrum shaft M reaches the bottom dead center position shown in Fig. 3.
  • the axis position is slightly eccentric with the axis 11] 3, and the axis relation that is the shortest distance of the radius of the crank arm is used. Therefore, the inertial rotational force is the rotational force of the rear-stage crank and flywheel 12), and the force directly shifts to the front-stage crank fulcrum shaft 14 and takes the action point.
  • the force acts directly on the front 'step crank connecting shaft 9 in the upper part of the front 13 crank 13 * Lighten the connector 6 or piston 4 Press up and compress.
  • the intermediate shaft rapid rotation operation performed by the front crank connecting shaft 9 is, as shown in Fig. 4, where the front crank connecting shaft consists of the center of the biston bin 5 and the front crank fulcrum shaft. Slightly before the two-point sales line center line 2 connecting the centers of W * A force repulsing leftward against forward clockwise rotation occurs. The repulsive force reaches ⁇ above 16], and] 3.
  • the center of the preceding crank connecting shaft 9 shifts, and if it crosses this top dead center 16 only slightly in the clockwise direction, at the same time, The force of rapid rotation to the right, opposite to the direction of the previous repulsion, is generated, and the intermediate shaft rapid rotation is completed, but at the same time, the rear crank connecting shaft 10 is at its top dead center 43. j?] 5 degrees Even before this, the rotation of the preceding crank connecting shaft 9 never rotates in the reverse direction, but continues in the normal rotation. In this case, in the crank operation of the normal engine, the maximum explosive power due to the ignition is caused by the biston 4 and reaches the crank connection shaft at a time before the position of the top dead center 3 by the biston 4. The engine is stopped by rotating the crank in the reverse direction.
  • Pushing up force towards is the next through. It is a crank arm with a short radius that is formed by combining the rear crank shaft 11 and the front crank shaft 14 in the post-compression stage, and the two shafts are extremely short.
  • the rear crankshaft 11 is converted to the main shaft.] 3 and the front crankshaft 1 »is converted to the connecting shaft, and the force is transmitted directly to the front crank 13 and the front crank is transmitted.
  • the connecting shaft 9 can be pushed up, this inter-axis transposition temporary crank operation, which operates only in the post-compression stage, is as short as approximately one-third of the crank radius arm in other stroke sections.
  • the inertia rotational force accumulated in the second-stage crank / flywheel / re 12 has a power factor of approximately three times, and since the expected compression force is 150, it is three times that.
  • the top of the wheel is slightly accelerated, and the excess rotation force causes the flywheel to further accelerate forward rotation.
  • the front-stage crank connecting shaft 9 ′ accelerates and rises above the two-dot chain line center line 29.
  • the fuel is low or LP gas. Charcoal gas. Hydrogen alcohol / can produce strong enough power.
  • FIG. 1 is a front sectional view of the present invention
  • FIG. 2 is a side sectional view at the time when an explosion stroke or a suction stroke is completed.
  • Fig. 3 is a diagram at the time when the pre-compression stage ends at lJ in the compression process or the exhaust stroke, and continues to enter the post-compression stage.
  • Fig. 4 The post-compression stage is over at the time of the butt! Immediately, the intermediate shaft rapid operation is activated, and even if the front-stage crank connecting shaft 9 receives an explosive force, it overcomes the force corresponding to the explosion, and the flywheel 12 saves labor. It is a diagram when a forward rotation is obtained by causing a reverse rotation. Fig.
  • Figure 5 shows that when the engine is normal, It is a diagram that begins to grow.
  • Figure 6 shows the force value of the starting force at the time of the explosion and the force value generated at the circumferential angle that indicates the distribution of effective and invalid torque that changes with the transfer of biston 4. It is a straight line.
  • ⁇ indicates the case of a normal engine.
  • B indicates the case of the present engine.
  • This engine is the most fuel-efficient and energy-saving engine that can save a lot of fuel oil.]
  • the engine's weight to horsepower ratio is extremely large. It is a high-efficiency engine that can be activated with the same amount of fuel oil, which is about twice as large as the engine.
  • With the first structure it is accurate at the top dead center of the piston like a conventional engine. With maximum explosive power was the first condition, but in this engine, 1) ignition was started at about 30 degrees before top dead center. * The maximum explosive power was about 18 degrees before top dead center. Even if it responds to the crank, the repulsion force of the same is applied to the crank. * The residual inertia generated in the previous stroke by Flyhoy, etc.
  • this engine does not require a complete top dead center explosion, does not require the use of high-octane gasoline, and uses fuel oil, kerosene, light oil, heavy oil A, LP gas, charcoal gas, and hydrogen gas. -Can be used.
  • the engine efficiency can be improved up to 70%, it is considered to be a small-sized, light-weight, and large-horsepower engine. :!: If the engine is manufactured by the engine of the present invention, a power of about 150 horsepower can be exerted.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

Moteur à combustion interne, en particulier le moteur à piston alternatif. Dans un moteur alternatif classique, seuls 25 % de la puissance de démarrage par explosion sont utilisés comme puissance motrice pour le couple de rotation de la manivelle. Le moteur alternatif selon l'invention est doté d'un mécanisme de manivelle à étage avant combiné avec un mécanisme de manivelle à étage arrière, lequel comprend un vilebrequin à étage arrière (1) et une roue volante (12) assurant la double fonction de manivelle à étage arrière et d'arbre de connexion (10) de cette dernière; il en résulte une augmentation du facteur de la puissance de compression sous l'effet de la force de rotation inertielle, qui empêche l'inversement du sens de rotation de la manivelle. Le moteur alternatif doté d'un mécanisme à manivelle à deux étages selon la présente invention convient à un petit moteur de grand rendement, que ce soit pour une automobile et ou pour des applications similaires.
PCT/JP1993/000250 1993-02-26 1993-02-26 Moteur alternatif dote d'un mecanisme a manivelle a deux etages WO1994019590A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/JP1993/000250 WO1994019590A1 (fr) 1993-02-26 1993-02-26 Moteur alternatif dote d'un mecanisme a manivelle a deux etages
AU35754/93A AU3575493A (en) 1993-02-26 1993-02-26 Reciprocating engine having two-stage crank mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP1993/000250 WO1994019590A1 (fr) 1993-02-26 1993-02-26 Moteur alternatif dote d'un mecanisme a manivelle a deux etages

Publications (1)

Publication Number Publication Date
WO1994019590A1 true WO1994019590A1 (fr) 1994-09-01

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PCT/JP1993/000250 WO1994019590A1 (fr) 1993-02-26 1993-02-26 Moteur alternatif dote d'un mecanisme a manivelle a deux etages

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AU (1) AU3575493A (fr)
WO (1) WO1994019590A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5968524A (ja) * 1982-10-12 1984-04-18 Minoru Koyakata 内燃機関
JPS5986745A (ja) * 1982-11-06 1984-05-19 Minoru Koyakata 内燃機関
JPS61255223A (ja) * 1985-05-04 1986-11-12 Tsuneo Tsukahira ガソリンエンジンの二重クランクシヤフト
WO1990012202A1 (fr) * 1989-04-04 1990-10-18 Mitsugu Aoyama Moteur a mouvement alternatif avec deux mecanismes a manivelle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5968524A (ja) * 1982-10-12 1984-04-18 Minoru Koyakata 内燃機関
JPS5986745A (ja) * 1982-11-06 1984-05-19 Minoru Koyakata 内燃機関
JPS61255223A (ja) * 1985-05-04 1986-11-12 Tsuneo Tsukahira ガソリンエンジンの二重クランクシヤフト
WO1990012202A1 (fr) * 1989-04-04 1990-10-18 Mitsugu Aoyama Moteur a mouvement alternatif avec deux mecanismes a manivelle

Also Published As

Publication number Publication date
AU3575493A (en) 1994-09-14

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