WO2009045127A1 - Mécanisme à manivelle à deux arbres - Google Patents

Mécanisme à manivelle à deux arbres Download PDF

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Publication number
WO2009045127A1
WO2009045127A1 PCT/RU2008/000623 RU2008000623W WO2009045127A1 WO 2009045127 A1 WO2009045127 A1 WO 2009045127A1 RU 2008000623 W RU2008000623 W RU 2008000623W WO 2009045127 A1 WO2009045127 A1 WO 2009045127A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
crankshafts
rocker
shafts
connecting rods
Prior art date
Application number
PCT/RU2008/000623
Other languages
English (en)
Russian (ru)
Inventor
Pavel Ignatievich Zagumennov
Original Assignee
Pavel Ignatievich Zagumennov
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 Pavel Ignatievich Zagumennov filed Critical Pavel Ignatievich Zagumennov
Publication of WO2009045127A1 publication Critical patent/WO2009045127A1/fr

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Classifications

    • 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
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • 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
    • F02B75/00—Other engines
    • F02B75/06—Engines with means for equalising torque
    • F02B75/065—Engines with means for equalising torque with double connecting rods or crankshafts
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B9/00—Piston machines or pumps characterised by the driving or driven means to or from their working members
    • F04B9/02—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical
    • F04B9/04—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical the means being cams, eccentrics or pin-and-slot mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H21/00—Gearings comprising primarily only links or levers, with or without slides
    • F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
    • F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
    • F16H21/18—Crank gearings; Eccentric gearings
    • F16H21/20—Crank gearings; Eccentric gearings with adjustment of throw

Definitions

  • the invention relates to mechanical engineering and can be used in internal combustion engines, pumps, compressors and mechanisms for transferring the reciprocating movement of a part to the rotational movement of the crankshafts and from the rotational movement of the crankshafts to the reciprocating motion of any part, with the possibility of setting and changing during operation, the parameters characteristics of this reciprocating motion.
  • DCSHM two-shaft crank mechanism
  • ICE internal combustion engine
  • a close analogue of the claimed device is the Technical solution described in the patent of the Russian Federation> G92275519 from 12/07/2004.
  • the disadvantage of which is that through the beam, the bar in the device is subject to large transverse forces, which are perceived by the guide to which the bar itself moves and, accordingly, in the bar-guide assembly there are large friction losses and the assembly has low reliability.
  • the inability to change the piston stroke during operation is also a disadvantage of this mechanism.
  • SUBSTITUTE SHEET (RULE 26) creates additional positive torque on the shafts of the mechanism. Installation of a device for changing the crank angle between each other will allow changing the magnitude of the piston stroke during operation.
  • Declared DKShM consists of: of two synchronously rotating crankshafts (cranks) 1 and 2 located parallel or coaxially and connected to each other by gears 3 and 4 with a gear ratio equal to one, rocker 9 connected to the crankshaft journals of the same two crankshafts, connecting rods 7 and 8, rod 10, one end connected to the beam, and the other end connected to the part or piston 12 located in the cylinder 13, the pendulum 14, one end connected to the beam, and the other end connected to the body nism or engine casing 15, with all the connections in twin-shaft crank-rocker-crank mechanism pivotally carried.
  • FIG. 1 shows the DKShM kinematic diagram, where 1 and 2 are parallel crankshafts, 3 and 4 are gears, 5 and 6 are the hinges of the connecting rods, 7 and 8 are the connecting rods of the corresponding shafts, 9 is the beam, 10 is the rod, 11 is the pendulum, 12 is working body or piston, 13 - cylinder or guide of the working body, 14 - body of the mechanism or engine, 15 - device for changing the angle of installation of the cranks relative to each other;
  • FIG. 2 shows a bottom view of the kinematic diagram of a bcc
  • FIG. 3 shows a bottom view of the DKShM kinematic scheme, where two rods 10 are used, between which rods 7 and 8 are moved;
  • FIG. 4 shows the kinematic diagram of the claimed DKShM in ICE, when moving the piston in the expansion cycle, where the rods 7 and 8 are located crosswise to each other, and the rocker 9 and piston 12 lie on opposite sides of the plane in which the axes of the knees of the shafts 1 and 2 lie, the rod 10 crosses this plane.
  • FIG. 5 shows the kinematic diagram of the internal combustion engine with the inventive DKShM when moving the piston in the compression cycle, where the connecting rods 7 and 8 are located crosswise to each other, and the rocker 9 and the piston 12 lie on opposite sides of the plane in which the axles of the crankshafts 1 and 2 lie, the rod 10 intersects this plane.
  • FIG. 6 shows a variant of the kinematic scheme of the crankshaft in which the beam 9 and the working body 12 are located on one side of the plane in which the axles of the crankshafts lie, and the connecting rods 7 and 8 intersect each other.
  • FIG. 7 shows a variant of the DKShM kinematic scheme in which the connecting rods 7 and 8 do not cross each other, and the working body or piston is located on opposite sides of the plane in which the axles of the crankshafts lie, and the rod 10 intersects this plane;
  • FIG. Figure 8 shows a variant of the DKShM kinematic scheme, in which the connecting rods 7 and 8 do not cross each other, and the working body or piston is located on one side of the plane in which the crankshaft axes lie;
  • FIG. 9 shows a variant of the DKShM kinematic scheme, in which the single-bearing crankshafts 1 and 2 are aligned with each other and connected by bevel gears 3 and 4 through an intermediate gear 16, and the beam and piston or working body lie on different sides of the axis through which the axes pass crankshafts 1 and 2, where 5 and 6 are the hinges of the connecting rods, 7 and 8 are the connecting rods of the corresponding shafts, 9 is the rocker arm, 10 is the rod, 1 1 is the pendulum, 12 is the working body or piston, 13 is the cylinder or guide of the working body, 14 - case of a mechanism or engine, 15 - device for changing the angle ki of cranks relative to each other;
  • FIG. 10 is the same as in FIG. 9, A side view.
  • FIG. 1 1 is the same as in FIG. 9, view B from below.
  • FIG. 12 shows a variant of the DKShM kinematic scheme, in which the single-bearing crankshafts 1 and 2 are aligned with each other, where 5 and 6 are the hinges of the connecting rods, 7 and 8 are the connecting rods of the corresponding shafts, 9 is the beam, 10 is the rod, 11 is the pendulum, 12 is the working an organ or piston, 13 - a cylinder or a guide of the working body, 14 - the case of the mechanism or engine, 15 - a device for changing the angle of installation of the cranks relative to each other, and the beam 9 and the piston 12 or the working body are located on one side of the axis through which the axis of the crankshafts 1 and 2.
  • FIG. 13 shows a simplified kinematic diagram of a single-piston ICE made on the basis of the declared DKShM with the locations of the piston, which shows the distance from the top dead center to the piston through each ZOgradovy rotation of the crankshafts.
  • FIG. 14 shows a simplified kinematic diagram of a conventional single-shaft single-piston ICE, showing angles by which it rotates
  • SUBSTITUTE SHEET (RULE 26) traditional crankshaft at the piston position, repeating the position of the internal combustion engine piston made on the basis of the declared DKShM through every ZOgradusov crankshaft rotation.
  • FIG. 16 shows graphs of changes in torques for one working cycle of expansion of the working gas of a traditional single-cylinder internal combustion engine - curve A and of the inventive single-cylinder internal combustion engine - curve B
  • Declared DKShM has several options:
  • cranks 1 and 2 have the ability to synchronously rotate in any direction and are connected via hinges 5 and 6 with rods 7 and 8.
  • Cranks 7 and 8 are in different planes and pivotally connected to the rocker body 9.
  • the beam 9 is pivotally connected to the connecting rods 7 and 8 and to the rod 10.
  • the rocker 9 has a shape and dimensions allowing it to be pivotally connected to the corresponding shaft with at least one connecting rod, and one or more working bodies pivotally connected to the beam through at least one rod, while the connecting rods 7 and 8 have the ability to move each in its own plane, and the joints are made in the required location of the rocker arm housing.
  • One or more of the rod 10 is pivotally connected at its one end to the working body, and its other end, as indicated above, is pivotally connected to the body of the beam.
  • the rod 10 has a shape that allows rods 7 and 8 to move freely, can be, as one of the options, made in the form of a fork or two rods are used.
  • a piston 12 is used as a working member, which is movably mounted in the cylinder 13.
  • the rocker arm housing is also pivotally attached to one end of the pendulum l 1, which, in turn, is pivotally attached to the housing with its other end to the mechanisms.
  • the expanding gases act with a force P on the piston 12, which causes it to move inside the cylinder 13 (see Fig. 3).
  • the piston 12 pushes the rod 10, which, through the rocker arm 9 and the connecting rods 7 and 8, drives the crankshafts (cranks) 1 and 2 into rotation.
  • HMT bottom dead center
  • the rocker 9 through the connecting rods 7 and 8 is affected by the inertia from the rotating crankshafts 1 and 2, which moves the piston 12 through the rod to the BMT position, the combustion products are released and pushed out, after which the piston 12 returns to the HMT and supply a new portion of the fuel-air mixture (see Fig. 4).
  • the beam 9 through the connecting rods 7 and 8 is affected by the inertia force from the rotating crankshafts 1 and 2, which moves the piston 12 through the rod to the BMT position, thereby compressing the fuel-air mixture (see Fig. 5).
  • the cycle repeats.
  • the characteristic of the torque on crankshafts 1, 2 and the speed of movement of the piston 12 in the forward and reverse direction, with the radius of the cranks unchanged, can be different and depend on the installation angle ⁇ of one crank relative to another.
  • the characteristics of the torque on crankshafts 1, 2 and the speed of movement of the piston 12 can be set by the geometric dimensions of the connecting rods 7 and 8, the rocker arm 9, the interaxal distance of the shafts 1 and 2, as well as by changing their proportions.
  • SUBSTITUTE SHEET (RULE 26) speeds and maximum torques are greater and the minimum length of the connecting rods is limited by the design ratios of the remaining geometric parameters of the mechanism, ensuring its operability, unimpeded rotation of the shafts 1 and 2, and excluding jamming of the mechanism.
  • Tl P ⁇ Sin ⁇ l / Cos ⁇ l
  • P is the gas pressure on the piston
  • T2 P ⁇ Sin ⁇ 2 / Cos ⁇ 2,
  • P is the pressure of the gases on the piston.
  • MKR - torque on the ICE shafts acting over an angle from 0 to ⁇ 2 - the angle by which the shafts rotate when the working gas expands and the piston travels from BMT to HMT.
  • the torque of the experimental internal combustion engine is the sum of the torques on its shafts
  • the curve indicated by the letter A is the torque value on the crankshaft of the standard REGGI engine, and the area under the curve is the work done by the standard ICE in one expansion working cycle.
  • the curve indicated by the letter B is the sum of the torque on the crankshafts of the inventive experimental engine, and the area under the curve is the work done by the experimental internal combustion engine in one working expansion cycle.
  • the area of the figure under the curve indicated by letter B is greater than the area of the figure under the curve indicated by letter A by 17%, this shows that in one working cycle the experimental ICE performed the same amount of work more than the standard ICE.
  • an experimental internal combustion engine was built on the basis of 107 cm cubic four-stroke internal combustion engine installed on a REGGI brand mini-roller and comparative tests were conducted on fuel consumption.
  • An electric generator was installed on a standard engine of the indicated brand and cubic capacity, and with this installation one liter of water was brought to a boil in an electric kettle and fuel consumption was measured.
  • the cylinder-piston group from this REGGI engine with a standard gas distribution mechanism, with the same power and ignition system, was installed on the DKShM, with the same piston stroke and the same
  • This mechanism has the ability to change various parameters, such as: increasing the torque without increasing the radius of the cranks, increasing and shifting to the beginning of the rotation angle (when the piston is in the BMT) the maximum value of the intrinsic asymmetric mechanical characteristic of the transmission of torque of the mechanism when the piston moves from BMT to HMT , a change in the piston stroke without changing the radius of the cranks, a decrease in the set values of the acceleration of the piston when the direction of movement changes in HMT and BMT, respectively, a decrease in inertia tional loads on the details of the mechanism.
  • the above parameters can be changed depending on the task, varying the angle shift (X between the cranks and varying the geometric dimensions of the rocker arm, connecting rods, axle spacing of the shafts and changing their proportions, which are limited by the specified weight and size parameters of the mechanism and the strength of the materials used.
  • DKShM can also be performed in the following options:
  • a variant of the kinetic scheme of the crankshaft is possible, in which the connecting rods 7 and 8 do not cross each other, and the working body or piston is located on opposite sides of the plane in which the crankshaft axes lie, and the rod 10 intersects this plane (see Fig. 7).
  • a variant of the DKShM kinematic scheme is possible, in which the single-bearing crankshafts 1 and 2 are coaxial with each other and connected by bevel gears 3 and 4 through an intermediate gear 16, providing counter-rotation of the shafts, and the rocker and piston or working body lie on opposite sides of the axis, through which the axles of the crankshafts 1 and 2 pass (see Fig. 9).
  • a variant of the DKShM kinematic scheme is possible, in which the single-bearing crankshafts 1 and 2 are aligned with each other and connected by bevel gears 3 and 4 through an intermediate gear 16, providing counter-rotation of the shafts, and the beam 9 and piston 12 or working body are located on one side of the axis through which the axles of the crankshafts 1 and 2 pass (see FIG. 12).
  • the coaxial arrangement of the shafts allows to reduce the length of the connecting rods and, accordingly, to reduce the weight and size characteristics of the internal combustion engine with the same technical characteristics.
  • the magnitude of the piston stroke in a DKShM with parallel shafts depends on the radius of the cranks and their center distance, and the coaxial arrangement of the shafts allows the piston stroke to be made dependent only on the magnitude of the radius of the cranks and the angle between the shafts.
  • All versions of the DKShM can be performed in such a way that the piston 12 is connected to the beam 9 by two rods 10 (for example, in FIG. 3).
  • This design allows you to arrange the connecting rods 7 and 8 at a minimum distance to each other and to minimize the forces that will have a bending effect on the connecting rods.
  • a device for changing the angle of the shafts relative to each other allows you to change the angle of the shafts relative to their symmetrical installation of each other, thereby changing the piston stroke.
  • the piston stroke will be maximum for this design, the larger the installation angle between the shafts, the smaller the piston stroke.
  • the piston stroke can be zero (the piston will stand still).
  • the device can be placed on one of the gears connecting the crankshafts to each other.
  • the device is indicated by the number 15.
  • the device operates as follows: during the installation of the shafts, as well as during the operation of the mechanism, the device provides rotation by the desired angle of the gear 4 relative to the crank 2, respectively, the position of the shafts 1 and 2 relative to each other.

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

Abstract

L'invention concerne le génie mécanique et peut être utilisée dans les moteurs à combustion interne, les pompes, les compresseurs et dans d'autres dispositifs. Le mécanisme à manivelle à deux arbres de l'invention est constitué de deux vilebrequins à rotation synchrone disposés en parallèle et reliés l'un à l'autre par des engrenages dont le rapport de transmission est égal à un, au moins un levier basculant, une ou plusieurs tiges, au moins un pendule et un organe de travail. Les extrémités du levier basculant sont raccordées par charnière aux paliers de vilebrequin similaires des deux vilebrequins précités au moyen d'une paire de tiges. Le levier basculant est également raccordé, par une charnière intermédiaire, à un pendule qui est attaché par charnière à un corps. La tige est conçue de façon à pouvoir se déplacer dans un rail de guidage. La tige est raccordée, par une extrémité, à une charnière intermédiaire du levier basculant, par l'autre extrémité, à un piston ou à une autre pièce. De plus, un dispositif permettant de modifier l'angle de calage des vilebrequins l'un par rapport à l'autre peut être installé dans la transmission entre les vilebrequins. Cette invention permet d'améliorer la fiabilité du mécanisme, de produire un couple positif sur les arbres de celui-ci et de régler la course du piston pendant le fonctionnement.
PCT/RU2008/000623 2007-10-05 2008-09-30 Mécanisme à manivelle à deux arbres WO2009045127A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
RU2007136889 2007-10-05
RU2007136889/11A RU2349813C1 (ru) 2007-10-05 2007-10-05 Двухвальный кривошипно-шатунный механизм

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016046243A1 (fr) * 2014-09-23 2016-03-31 Miceli Giuseppe Maria Moteur à combustion interne et son procédé de construction

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
LV15550A (lv) * 2019-08-20 2021-02-20 Sopulis Juris Antiparalelograma pārvada mehānisms un tā izmantošana spārna piedziņas mehānismā
RU2742155C1 (ru) * 2020-03-27 2021-02-02 Александр Михайлович Рудник Двигатель внутреннего сгорания с изменяемой степенью сжатия

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3137933A1 (de) * 1981-09-24 1983-04-14 Volkswagenwerk Ag, 3180 Wolfsburg Anordnung zum massenausgleich bei einer hubkolben-kurbelwellmaschine
RU2184864C1 (ru) * 2001-07-20 2002-07-10 Анашин Дмитрий Викторович Двигатель внутреннего сгорания
RU2262608C2 (ru) * 2003-12-02 2005-10-20 Абрамов Борис Николаевич Двигатель внутреннего сгорания
RU2275519C1 (ru) * 2004-12-07 2006-04-27 Павел Игнатьевич Загуменнов Двухвальный универсальный кривошипно-коромысло-шатунный механизм и двигатель внутреннего сгорания на его основе

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3137933A1 (de) * 1981-09-24 1983-04-14 Volkswagenwerk Ag, 3180 Wolfsburg Anordnung zum massenausgleich bei einer hubkolben-kurbelwellmaschine
RU2184864C1 (ru) * 2001-07-20 2002-07-10 Анашин Дмитрий Викторович Двигатель внутреннего сгорания
RU2262608C2 (ru) * 2003-12-02 2005-10-20 Абрамов Борис Николаевич Двигатель внутреннего сгорания
RU2275519C1 (ru) * 2004-12-07 2006-04-27 Павел Игнатьевич Загуменнов Двухвальный универсальный кривошипно-коромысло-шатунный механизм и двигатель внутреннего сгорания на его основе

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016046243A1 (fr) * 2014-09-23 2016-03-31 Miceli Giuseppe Maria Moteur à combustion interne et son procédé de construction
CN106795809A (zh) * 2014-09-23 2017-05-31 朱塞佩·玛利亚·米彻利 内燃机和构造内燃机的方法

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