WO2006128332A1

WO2006128332A1 - Constant volume combustion ic engine

Info

Publication number: WO2006128332A1
Application number: PCT/CN2005/001419
Authority: WO
Inventors: Lejun Pang
Original assignee: Lejun Pang
Priority date: 2005-05-31
Filing date: 2005-09-07
Publication date: 2006-12-07
Also published as: CN1676900A; CN1676900B

Abstract

The present invention discloses an IC engine which can realize constant volume combustion, characterized in that the crankpin hole at the big end of connecting rod is dolichomorphic, a sliding shaft sleeve for the crankpin’s moving up and down is preferably mounted in the crankpin hole, and two bearings are provided in the connecting rod; there is a cam dog in the middle of the crankpin, said two bearings rotate around said cam dog; there are two opposite cam members in both sides of the big end of connecting rod, each of the two cranks has a center ferriswheel at the center of the respective crank, the two cam members and the center ferriswheel are under stress when the piston is at the TDC so as to realize full constant volume combustion, at this time the two bearings and the cam dog are not under stress, the two cam members departs from the center ferriswheel gradually after finishing the constant volume combustion, then the bearings, crankpin and the cam dog are under stress and realize power output. The present invention makes the power output 2-5 times more than prior engines.

Description

Constant volume combustion internal combustion engine

The present invention relates to an internal combustion engine, and more particularly to an internal combustion engine capable of fully constant-capacity combustion.

Background technique

The existing four-stroke reciprocating machine is always in a reciprocating motion due to the piston. When the air is intake, the piston enters the compression stroke at the bottom dead center moment. When the cylinder volume is maximum, there is no more time to enter more combustible gas; when exhausting the piston At the moment of the top dead center, the intake stroke is entered again, so that there is no more time for the exhaust gas to be discharged to the maximum when the cylinder volume is minimized. This kind of situation eventually affects more combustible gas entering the cylinder, so that the power is increased by a certain degree. Limitation; the intake and exhaust of the existing two-stroke internal combustion engine are all performed near the bottom dead center, but the same problem exists. The mixture gas has a short combustion time at the time of maximum pressure and minimum volume, and the piston descends at this time, so that the combustion is incomplete, the exhaust gas concentration is high, and the work efficiency is low. In order to improve performance, existing reciprocating internal combustion engines use different degrees of pre-ignition or fuel injection before the piston reaches the top dead center. The purpose is to make the mixture burn faster and more completely when the combustion chamber volume is the smallest. Also get a larger power output. However, this also has a certain negative effect; due to pre-ignition, the pressure in the cylinder rises sharply, which prevents the piston from going up and increases the compression negative work, thus causing a strong knocking phenomenon and rough work. This contradiction is always present in existing reciprocating internal combustion engines, thus consuming a large amount of power and increasing the wear of the cylinder block, the piston, the piston ring and the crankshaft linkage system. Also, when the expansion pressure is maximum, the crank angle is small, the effective arm force is small, the output power is low, the crank angle is slow, and the torque is small. When the crank angle increases, the piston has many strokes. At this time, the maximum pressure has dropped significantly, so it is serious. Affects the output of power.

Summary of the invention

The purpose of the invention is to improve the prior art that the intake air is insufficient and the exhaust gas is not exhausted. A completely variable-combustion internal combustion engine provided by thorough, incomplete combustion, and the compression negative work caused by pre-ignition or fuel injection and the problem that the crank angle is small and the output power is low when the in-cylinder work pressure is maximum.

The fully internal combustion engine capable of complete constant volume combustion includes a material supply system, an ignition system, a cooling system, a lubrication system, a crankshaft linkage system and the like, and is characterized in that the two sides of the connecting rod are processed into the shape of the corresponding cam 4 for connection. The hole 6 of the large head crank pin 11 is elongated, and the crank pin (11) can slide directly in the long hole (6). Preferably, the hole 6 is provided with a sliding sleeve 12 for sliding the crank pin 11 up and down, the connecting rod There are two upper and lower bearings 8 and 9 assembled through the bearing shafts 2, 7. The middle portion of the crank pin 11 is processed into the shape of the cam 10. After the crank pin is installed, the connecting rods are used to combine the connecting rods; A center wheel 13 is disposed at the center of each of the two cranks 14. The two cranks 14 are combined by a crank pin 11, and the point F of the cam 10 in the middle of the crank pin 11 is the farthest point from the center of the crank. When working, the two bearings 8, 9 in the connecting rod rotate around the cam 10 on the crank pin 11, and the cams 4 on both sides of the connecting rod move around the center rotating wheel 13 on the crank 14, and the movement is achieved by the cooperative movement between them. The purpose of tolerance.

The beneficial effects of the present invention compared to the prior art are as follows:

(1) In the piston stroke graph of Fig. 20, N is the prior art, M is the piston constant volume 23 ° crank angle, L is the piston constant volume 45 ° crank angle, K is the piston constant volume 60. When the crank angle is turned. The following table is a comparison table of the crank angle required for the existing reciprocating internal combustion engine with a stroke of 49.5 mm and the same machine at different constant volume angles.

The crankshaft angle after the existing crankshaft is fixed

The amount of rotation is fixed. Constant volume 45. Constant volume 60°

15° 10° 3° 1°

20. 12° 4° 2°

25. 15° 7° 5°

30° 18. 9° 7°

35. 22° 12. 9°

40° 25° 15. 12.

45° 30° 18. 14.

50° 34. twenty one. 17°

55° 38. 25. 20°

60° 42° 29° 23°

65° 46° 33° 27°

70. 51. 37° 31.

75. 57. 41. 34°

80° 61° 44. 37° By comparing Figure 20 with the above table, the comparison between the prior art and the crank angle after different constant angles can be known: When the crank angle of the prior art is 15 . In the range of 80°, the piston travels to the same position and is fixed to volume 23. The average crankshaft torque is 1.5 times that of the prior art, and the constant capacity is 45. The average crankshaft torque is 2.8 times that of the prior art, and the constant capacity is 60. The average crankshaft torque is 4.4 times that of the prior art.

(2) Due to the constant volume of the piston of the structure at the top dead center and the bottom dead center, the intake and exhaust valves of the reciprocating four-stroke internal combustion engine can be delayed and closed, which is beneficial to the intake air of the piston when the bottom dead center has the largest volume. The time is extended, the intake is more sufficient; the cylinder at the top dead center When the volume is the smallest, the exhaust gas exhaust time is prolonged, so that the exhaust gas discharge is more complete. The intake and exhaust of the two-stroke internal combustion engine are at the bottom dead center, so the piston of the structure has the same effect as the four-stroke internal combustion engine at the bottom dead center.

(3) The pre-ignition time can be greatly shortened, thereby greatly reducing or completely eliminating the loss of compression negative work caused by pre-ignition, and eliminating the resulting blast phenomenon.

(4) Since the combustible gas is combusted in a constant volume state where the piston has the smallest volume at the top dead center, the burning speed is faster and more complete, and the concentration of the exhaust gas is lower.

(5) Since the combustible gas is burned at the top dead center of the piston, the pressure in the cylinder will rise sharply, and more energy is reserved for the power output.

DRAWINGS

Figure 1 is the front view of the connecting rod

Figure 2 is a side view of Figure 1

Figure 3 is a cross-sectional view taken along line H-H of Figure 2

Figure 4 is a side view of the crank pin and cam

Figure 5 is a B-direction view of Figure 4.

Figure 6 is a sliding bushing diagram of the crank pin

Figure 7 is a side view of Figure 6.

Figure 8 is a side view of the upper and lower runners in the connecting rod

Figure 9 is a side view of Figure 8.

Figure 10 is a front view of the crank and center wheel on the motorcycle

Figure 11 is a side view of Figure 10

Figure 12 is the position of the center wheel on the crankshaft and the crank and the position of the crank pin in the long hole of the connecting rod when the piston reaches the top dead center.

Figure 13 is the position of the center wheel and the crank pin on the long hole of the connecting rod when the piston is completed at the top dead center.

Figure 14 shows the shape of the two bearings of the connecting rod with the cam of the crankpin when the piston reaches the top dead center. State diagram

Figure 15 is a state diagram of the two bearings in the connecting rod and the cam of the crankpin when the piston is completed at the top dead center.

Figure 16 is the position of the center wheel on the crank cam and the crank and the position of the crank pin in the long hole of the connecting rod when the piston reaches the bottom dead center.

Figure 17 is the position of the center wheel and the crank pin on the crankshaft in the long hole of the connecting rod when the piston completes the constant volume program at the bottom dead center.

Figure 18 is a state diagram of the two bearings in the connecting rod and the cam of the crankpin when the piston reaches the bottom dead center.

Figure 19 is a state diagram of the two bearings in the connecting rod and the cam of the crankpin when the piston completes the constant volume program at the bottom dead center.

Figure 20 is a stroke graph with a piston stroke of 49.5 mm.

detailed description

The specific embodiments of the present invention are described in further detail below with reference to the accompanying drawings. For convenience of description, the structure is described on the basis of a crankshaft connecting rod of a four-stroke motorcycle.

(1) The specific method of the present invention is to process both sides of the large end of the connecting rod into the shape of the corresponding cam 4. As shown in Fig. 1, the crank pin hole 6 on the connecting rod is formed into a long shape, as shown in Fig. 1. The middle section of the crank pin 11 is processed into the shape of the cam 10 as shown in FIG. 5; the inside of the connecting rod is processed into a shape as shown in FIG. 3 to allow the cam 10 on the crank pin 11 to move freely; There are also two upper and lower bearings 8, 9, which are assembled on the upper and lower bearing shafts 2, 7 as shown in Fig. 3; the upper and lower bearings 8, 9 and the bearing shafts 2, 7 can also be integrated into one body. Two runners 5, as shown in FIG. 8; the crankpins 11 are provided with sliding bushings 12 at both ends, as shown in FIG. 6; or the sliding bushings 12 are not provided, and the crankpins 11 are used in the connecting holes 6 Direct sliding mode; a center wheel 13 is provided at the center of each of the two cranks 14, as shown in FIG. Its overall installation procedure is to first pass the two bearings 8, 9 in the connecting rod through the bearing shaft 2. 7 is installed, then put the crank pin 11 in the connecting rod, and then use the connecting rod bolt 3 to combine the connecting rod. If it is the connecting rod of the combined crankshaft, it can also be used after the extension H-H is cut in Figure 2 Then, the assembly is combined; then the two crank pin sliding bushings 12 are sleeved on the crank pin 11, and the two cranks 14 assembled with the center runner 13 have the crank pin 11 passing through the crank pin hole 15 on the crank. The assembly is firm; when assembling the crank pin 11, the center of the shank is taken as the standard, and the point F on the cam 10 in the middle section of the crank pin 11 is the farthest point, and the point D is the closest point.

Its work procedure is: When the piston reaches the top dead center, the A' point on the corresponding cam on both sides of the connecting rod and the center wheel 13 on the crank handle start to contact, and the crank pin 11 is long on the connecting rod. The upper side of the hole 6 is as shown in Fig. 12. At this time, the condition of the two bearings 8, 9 inside the connecting rod and the cam 10 on the middle portion of the crank pin is as shown in Fig. 14, and thereafter the pressure transmitted from the piston through the connecting rod. It is supported by the A'B' section arc on the upper side of the cam 4 on both sides of the connecting rod to the center wheel 13 on the crank; at the same time, the two bearings 8, 9 in the connecting rod surround the cam on the curved glaze pin 11. 10 rotation, at the same time the bearing 8 in the connecting rod and the CF section on the cam 10 on the crankpin are separated separately; when the crankshaft rotates through a certain angle to complete the constant volume program, the A'B' section of the upper side of the cam 4 on both sides of the connecting rod The arc has passed the pressure center point of the center wheel 13 on the crank shank, at which time the crank pin 11 is below the inside of the long hole 6 on the connecting rod, as shown in Fig. 13, while the two bearings in the connecting rod are simultaneously 8, 9 and the cam 10 on the crankpin have also been rotated to the condition of Figure 15. At this time, the cam 4 on both sides of the connecting rod and the center rotating wheel 13 on the crank are separated, and the pressure of the piston passing through the connecting rod is all applied to the crank pin and its cam 10 by the bearing 8 in the connecting rod, as shown in FIG. At this point, a constant volume process has been completed. The constant volume angle is determined by the arrangement of the cam 4 on both sides of the link and the cam 10 in the middle of the crank pin. When the piston reaches the bottom dead center, its constant volume principle is basically the same as the fixed volume principle of the piston at the top dead center. At this time, the distance between the center point of the connecting rod small head and the center runner 13 cannot be completely changed. Compared with the prior art, the piston has a long delay, and similarly has a similar capacity. At this time, the cam 4 on both sides of the connecting rod and the center runner 13 and the crankshaft on the crank The position of the pin 11 inside the long hole 6 on the link is as shown in FIG. The position of the piston at the bottom dead center pin 11 inside the long hole 6 of the connecting rod is as shown in FIG. The state of the two bearings 8, 9 in the connecting rod and the upper cam 10 of the crank pin 11 when the piston reaches the bottom dead center is as shown in Fig. 18; when the piston completes the constant volume program at the bottom dead center, the two bearings in the connecting rod 8, 9 and the state of the cam 10 on the crank pin 11 are as shown in FIG.

(2) The crankshaft linkage mechanism of the present invention is also applicable to a mechanism in which the other end of the connecting rod needs to be fixed within a certain crank angle, such as a stamping machine tool and other equipment that needs to be fixed in a certain crank angle.

The invention has been described in detail above, and it is to be understood that any modifications, alterations, and equivalents may fall within the scope of the present invention without departing from the spirit and scope of the invention. Inside.

Claims

A constant-capacity combustion internal combustion engine comprising a fuel supply system, an ignition system, a lubrication system, a crankshaft linkage system, etc., characterized in that: the two sides of the connecting rod are processed into the shape of a corresponding cam (4), The hole (6) of the large-head crank pin (11) of the connecting rod is elongated, and the upper and lower bearings assembled through the bearing shaft (2) (7) are inside the connecting rod.

(8) (9), the middle section of the crank pin (11) is machined into the shape of the cam (10); after the crank pin is assembled, the connecting rod is combined with the connecting rod bolt (3), at the center of the two cranks (14) Each set has a center wheel (13), the two cranks (14) are combined by a crank pin (11), and the point F of the cam (10) in the middle of the crank pin (11) is the farthest point from the center of the crank.

2. The constant volume combustion internal combustion engine of claim 1 wherein: said crankshaft link is either modular or monolithic.

The constant-cavity internal combustion engine according to claim 1 or 2, wherein: the bearing shaft (2) (7) and the bearing (8) (9) are two runners that are integrally provided

The form of (5).

The constant volume combustion internal combustion engine according to any one of claims 1 to 3, characterized in that the crank pin (11) slides directly in the elongated hole (6).

The constant volume combustion internal combustion engine according to any one of claims 1 to 3, characterized in that the hole (6) is provided with a sliding sleeve (12) for sliding the crank pin (11) up and down.