WO2009096763A1

WO2009096763A1 - Piston internal combustion engine

Info

Publication number: WO2009096763A1
Application number: PCT/KZ2009/000002
Authority: WO
Inventors: Baurzhan Kaldybekovich Kuralbaev
Original assignee: Kuralbaev Baurzhan Kaldybekovi
Priority date: 2008-01-30
Filing date: 2009-01-29
Publication date: 2009-08-06
Also published as: WO2009096763A8

Abstract

The invention relates to conversion mechanisms for internal combustion engines. The piston internal combustion engine comprises a body with a system of supporting bearings on which one or more closed flexible circuits are distributed. Each circuit comprises one or more working pistons which are in series or in parallel connected, accommodated in shortened cylinders and are rigidly coupled to rods, the top end of which pass through a combustion chamber. Two intermediate sliders with rocking elements are connected, with the aid of connecting rods, to a lower (whole) connecting rod bolt or to the middle part of a lower (split) connecting rod bolt. The upper and lower connecting rod heads are interconnected by means of a flexible bar. The lower head of the lower connecting rod is bifurcated. The engine also comprises a disc and cranks on which move sliding blocks, which are provided with rocking elements and are pivotally connected to the ends of the lower (whole) connecting rod bolt or to the sliding parts of the lower (split) connecting rod bolt. The outer races of the main bearings are fastened to the engine body. The system of scaling units consists of lower and upper units which are interconnected by means of the flexible bar.

Description

Piston internal combustion engine "BAUR"

Description of the invention

Use: engine building.

The inventive mechanism for converting the movement of the engine contains a closed circuit in which intermediate sliders with upper (1) and lower (2) rolling elements are included, which by means of flexible rods (3), thrust bearing systems (4) and scaling block systems (5) connected with groups of working pistons (6), pistons communicate with flexible rods through rigidly connected to them ^• rods, one of the ends of which passes through the combustion chamber; the connecting rods are upper (8) and lower (9), upper (connected to the sliders) (10) and lower (connected to the shaft) (11) the heads of which are connected by flexible rods (12), the lower heads of the lower connecting rods being bifurcated, and lower heads of the upper connecting rods are installed between the forked parts of the lower head of the lower connecting rods; the lower connecting rods of the first type (non-divided) (13) and the second type (divided) (14) are movably (freely rotated around their axis) are installed in the disks of the first type (15) and of the second type (16) fixedly mounted in the inner cages of the limiting bearings ( 17) of two types, which differ in the direction of displacement of their axes relative to the axis of the main bearings (0), the outer cages of the limiting bearings are fixedly mounted in the engine housing (18), the fingers of both types are pivotally connected to the lower heads of the connecting rods and to the coolant with stones (19) that are installed _. with rolling elements (20) in the guiding wings (21), made in disks of the first type (22) and second type (23), which are fixedly mounted in the inner clips of the main bearings (26), the outer clips of which are fixedly mounted in the engine housing (18 ) FIG. 1 and 2.

The invention relates to mechanical engineering, namely to reciprocating internal combustion engines with a cyclic nature of work, with a piston reciprocating. It can be used both in a diesel engine ^ and in an engine with spark ignition, in a two-time and four-time engine, in vehicles and stationary vehicles.

Internal combustion engines with a crank mechanism that transforms the reciprocating motion of the piston into rotational motion of the shaft are known and widely used.

The well-known crank mechanism has a significant drawback - with its help it is impossible to obtain an increase in efficiency and power. An increase in efficiency and engine power is achievable only for due to changes in the regime of thermochemical processes occurring in the cylinder.

The aim of the invention is to eliminate this drawback, i.e. increase in efficiency and engine power without changing indicator operation using the proposed conversion mechanism.

The essence of the invention lies in the fact that the relationship between the rectilinear reciprocating motion of the slider and the rotational movement of the shaft is carried out by means of a thrust, and not a push, which takes place in engines with a known crank mechanism. The change in the nature of the applied effort is based on the application of the properties of flexible rods. The use of flexible rods makes it possible to change not only the nature of the applied force, but also it is advantageous to convert the ratio of two main parameters (crank diameter D and slider stroke length H) of piston engines. For reciprocating engines with a known crank mechanism, this ratio is D / H = l, while for the proposed engine this ratio is valid only for intermediate sliders having a stroke length equal to H, and for the stroke length of the working piston equal to h this ratio is D / H> 1 for the motor and D / H <1 for the pump. These changes are based on the inclusion in the communication loop of the working pistons and the shaft of the system of moving blocks with a stroke length of H-h / 2.

Changing the piston stroke length while maintaining the crank diameter allows you to favorably change the cylinder working volume parameters V = S рабочего, where S is the piston area and H is the piston stroke length. Provided that the working volume of the cylinder is V = SH = cst, replacing the value of H with the value h = H / k leads to an increase in the piston area S by a factor of k, where k = H / h, i.e., V = SH = kSH / k = kSh = const.

Actually existing gases obey the equation of state of an ideal gas P-V / T = const. only when they are sufficiently heated and discharged, i.e., under conditions that are approximately observed in processes occurring in the cylinder of an internal combustion engine, which implies that at the same temperature T of fuel combustion, a change in the proportions of the cylinder’s working volume V = SH = kSH / k = kSh = const. keeps the gas pressure P per unit area of the piston S unchanged. With constant pressure per unit area, an increase in the number of units of area by a factor of k entails an increase in the force acting on a given area by a factor of k.

Another direction of the increase in engine power is associated with the coefficient k, which is based on the fact that with an equal linear velocity of the piston relative to the cylinder walls, in the proposed engine, the piston will make a k-times greater number per unit of time in a unit of time full cycles.

A k-fold increase in the force acting on the piston associated with an increase in the piston area and a k-fold increase in the number of complete cycles associated with a decrease in the path traveled by the piston leads to k ² - a multiple increase in the power of the proposed engine in comparison with known engines with equal cylinder displacement.

The coefficient k can theoretically take on arbitrarily large or small values, but the first 3-4 integer values k = (2n + l), where n ε N for the engine and 1 / k for the pump, are of practical importance. Reducing the stroke length of the working piston allows you to include several working pistons (tandem) in series

In the proposed engine, the most loaded part is the intermediate sliders, whose speeds are k-times higher than the speed of the working piston, but on the other hand there is the possibility of using higher kinematic pairs and there is no high thermal load, which opens up wider possibilities in the choice of design and structural materials.

In addition to the above-mentioned options for increasing power and efficiency, the proposed engine also implements another possibility for increasing power and efficiency, also based on purely constructive means and connected with the idea of a variable length of the crank, creating a variable-length arm. In step with the stroke, the shoulder increases, in compression, it decreases, as a result of which the total torque, and, consequently, the efficiency and output of the engine increases in comparison with an engine with a well-known crank mechanism.

The essence of the implementation of this feature is that the conversion mechanism has two rotation axes, while the shaft is dissected and modified. The mechanism comprises an elongated lower connecting rod pin of the first type (non-divided), connected through the disks of the first type with the inner race of two coaxial limiting bearings of the first type. The axis of the finger is a generator that performs a circular rotation, the diameter of which is equal to the stroke of the intermediate slider. This is the first axis of rotation (I) of FIG. 1 and 2. At both ends of the lower crank pin, rocker stones are placed that go into the slot of the rocker, made in the disks rigidly fixed in the inner race of two coaxial main bearings. The main bearing axis is the second rotation axis (O) of FIG. 1 and 2. The axis of the main bearings is inside the circle of rotation of the lower pin of the connecting rod. Due to the displacement of the axis of the main bearings relative to the first axis (the axis of the limiting bearings) of rotation during operation of the engine, the rocker stones move in the slots of the rocker, thus creating a shoulder of variable length.

The conversion mechanism also contains lower connecting rod pins of the second type (dissected) connected through disks of the second type with internal cages of coaxial limiting bearings of the second type, differing from limiting bearings of the first type with a diametrically opposite displacement relative to the axis of the main bearings. The lower connecting rod fingers are divided into three parts: the middle, which is connected by the lower connecting rod heads and through the discs of the second a type with internal cages of limiting bearings of the second type and two extreme or rocker parts, which at one end connect to the rocker stone, and the other to one of the disks of the second type. The extreme or rocker parts of the dismembered connecting rod pin of the pine and their axis passes through a diametrically opposite point on the disk of the second type relative to the point through which the axis of the middle part of the connecting rod pin of the second type passes.

The presence of two lower crank pins, the corresponding design features of the discs, as well as the presence of two types of limiting bearings are associated with the need to coordinate the operation of the incoming piston, whose compression stroke occurring on the shortened shoulder is superimposed on the stroke of the subsequent piston running on the elongated shoulder. The coordination also provides unidirectional movement of the shaft clockwise if the axes of the limiting bearings of both types are displaced relative to the axis of the main bearings along the line passing through the first and third quarters of the plane of rotation and counterclockwise if this line passes through the second and fourth quarters of the plane of rotation.

Both types of limiting bearings can be connected to the inlet piston and, accordingly, if the same type of limiting bearings are connected to the entering piston, then all subsequent odd ^f pistons are connected to the same type of limiting bearings, and all subsequent even pistons are of the other type of limiting bearings.

To balance the centrifugal forces arising from the movement of the connecting rods, the lower connecting rod pin of the first type, rocker stones and bumps at the points of connection of the lower connecting rod pin of the first type with the disk of the first type, the latter is equipped with corresponding counterweights (24) of FIG. 2.

Disc counterweights of the second type (25) of FIG. 2 provide balancing of the centrifugal forces arising from the movement of the connecting rods, the middle part of the lower connecting rod pin of the second type and the thickenings at the points of connection of the middle part of the lower connecting rod pin of the second type with the disks of the second type, given that the rocker stones and the extreme or rocker parts of the lower connecting rod pin of the second species are part of the counterweight.

Disks of the first kind (22) of the first motionlessly fixed in the inner race of the main bearings of the bearings 2 (extreme) are rigidly connected to dissected parts of the shaft, front and rear, which is connected to the drive shaft of the gearbox. Disks of the second type (23) of the second motionlessly fixed in the inner bearings of the main bearings of FIG. 2 (medium) are rigidly interconnected, thereby combining into a single design the dismembered parts of the modified shaft, which differs from the traditional crankshaft in a different load distribution attributable to the crankshaft main necks. The engine operates as follows. When the working piston moves downward (working stroke), the upper end passing through the combustion chamber, the end of the rod rigidly connected to it, pulls the connected portion of the flexible rod, driving the upper intermediate slider, which moves upward through the upper connecting rod and sets in motion the lower connecting rod pin and the lower connecting rod connected to it with the lower slider, which in turn pulls a portion of the flexible rod connected to the lower end of the working piston rod. In this case, the upper block of the system of scaling blocks, moving down selects the flexible rod by the difference between the stroke length of the upper intermediate slide and the stroke of the working piston, and the lower block, connected with the upper block by the flexible rod, also moving down, compensates for the difference between the stroke length of the lower intermediate slide and stroke length of the working piston.

When the working piston moves, the lower connecting rod pin under the action of limiting bearings, the axis of which is offset from the axis of the main bearings, moves the rocker stones in the slots of the wings, either removing them from the axis of the main bearings, thereby increasing the shoulder and torque, or bringing it closer to the axis of the main bearings, thereby reducing shoulder and torque required to perform compression work.

In terms of the power and efficiency gains associated with the idea of a variable crank length, the proposed engine has a fairly close analogue (patent RU Jfe 2018009 and US JN 1595917 class F 02b75 / 32), the essence of which is that the conversion mechanism also has two axis of rotation and the shaft is also dissected. The mechanism also contains an elongated connecting rod pin (of the same type, corresponding to the lower connecting rod pin of the first type - undifferentiated), also connected to the inner race of one (and not two as in the proposed engine) limit bearing (one type - corresponding to the limit bearing of the first type in the proposed engine) . The axis of the lower finger is also a generatrix, which performs a circular rotation, the circumference of which is equal to the length of the piston stroke. At both ends of the lower connecting rod pin, rocker stones are also placed that go into the slots of the wings, which are the knees of the shaft and rigidly connected with the dismembered parts of the shaft (in the proposed engine, the main shaft neck with the knees is replaced by a main bearing with a disk). The shaft axis is also located inside the circle of rotation of the lower connecting rod pin. There is also a displacement of the shaft relative to the axis of the limiting bearing, as a result of which the rocker stones, moving in the slots of the rocker, create a shoulder of variable length. In step with the stroke, the shoulder is increased, in compression, it is reduced, as a result of which the total torque, efficiency and output of the engine increase in comparison with an engine with a known mechanism. The transforming mechanism of this analogue, in similarity with the proposed engine in terms of general ideas, has significant structural differences. In this analogue, in order to reduce the length of the engine, each cylinder has one limiting bearing (there are two of them in the proposed engine) placed between the bifurcated lower parts of the connecting rod, which does not allow the limiting bearing to be fixed around the entire circumference of the outer race in the engine housing and about a quarter of the circumference of the outer race of the bearing has no support. If you take into account that when a connecting rod, an elongated connecting rod pin and rocker stones placed on it pass through an unsecured sector of a limiting bearing, in which the restraining effect of the wings on the rocker stones is minimal, since the direction of the wings in this sector is close to or coincides with the direction of the connecting rod inertia vector, of an elongated connecting rod pin and rocker stones, it is obvious that the strength of the two cages of the limiting bearing is not enough to compensate for the centrifugal force reaching several thousand cell kgf.

Such a detailed consideration of this analogue, especially since it has a fundamental drawback, is due to the fact that its author, for an arbitrary value of the displacement of the shaft axis relative to the axis of the limiting bearing (Vg radius of rotation along the abscissa axis to the right and na '! 4 radius along the ordinate down) calculations of the torques for the strokes of the stroke and compression according to the actual indicator diagram of the diesel engine with the known and proposed mechanism, which give the following digital relations of FIG. 3:

area ACDB _ 2.26 area AEFF 1 area АГКВ _ 1, 62 area LRV 1 area АГКВ _ 1.64 area ACDV 1 area АГКВ - area LRV 2.56 area ВАShare А CDB - area АЕФВ 1

i.e., the mechanism proposed by the author of this analogue allows to increase the efficiency and output power by 2.56 times with the same indicator power.

This calculated indicator of 2.56 can serve as a baseline for an approximate estimate of the increase in efficiency and power introduced into the proposed engine by the idea of a variable crank length. Given the difference in the nature of the applied force, the projection of which onto the tangential direction at the starting point during traction is less than during the push, as well as the randomness of the choice of the displacement of the rotation axes (it’s not optimal), it is possible to take with a greater degree of confidence the value of the power increase and efficiency for the proposed engine equal to ~ 2. This is significant in itself and gives an effect greater than the idea of a variable compression ratio, implemented in the WE-Video Expansion engine, “increased expansion ratio ", as are changed engine eccentric offset based on a value equal to its diameter, rather than half the value equal to the radius as in WE engine, but becomes even more ^• importance in conjunction with the coefficient k ² have been included in the at Expression 2k ² in the form of a factor.

Claims

The piston internal combustion engine "BAUR" The claims.

1. The BAUR piston internal combustion engine comprises a housing with an appropriately mounted support bearing system on which one or more closed flexible (flexible rods) circuits are appropriately distributed; each such circuit includes:

- one or more working pistons connected in series (tandem) or parallel (compound), placed in shortened cylinders and rigidly connected to rods, the upper ends of which pass through the combustion chamber;

- two intermediate sliders with rolling elements - one upper and one lower, which, with the help of connecting rods, are connected to the lower connecting rod pin of the first type (non-divided) or to the middle part of the lower connecting rod pin of the second type (divided), while the lower and upper connecting rod heads are connected a flexible rod, the lower head of the lower connecting rod being bifurcated;

- two coaxial (axis of the divided shaft) main bearings, which, depending on their position, can be of two types - middle and extreme; the middle main bearing through the disk, fixedly mounted in its inner cage, is rigidly connected to the disk, fixedly fixed in the internal cage of the middle main bearing, included in the contour of an adjacent group of pistons; the extreme main bearing through the disk, fixedly mounted in its inner race, is rigidly connected to the front of the dismembered shaft or to the rear, which is connected to the drive shaft of the gearbox; in the disks fixedly fixed in the inner cages of both types of main bearings, they are made in the form of a rectangular slot, the wings along which the rocker stones with rolling elements move pivotally connected to the ends of the lower connecting rod pin of the first type (undivided) or with the extreme (rocker) parts of the lower connecting rod finger of the second type (dissected); the outer bearings of the main bearings are fixedly mounted in the motor housing;

- two coaxial limiting bearings of the first type or two - coaxial limiting bearings of the second type, differing from the first diametrically opposite displacement of their axis relative to the axis (shaft axis) of the main bearings; disks of either the first type are fixed in the inner cages of the limiting bearings of both types, designed for swiveling with the lower connecting rod pins of the first type (non-divided); or discs of the second kind, intended for swivel with the lower connecting rod fingers of the second type (dissected); the outer cages of the limiting bearings are fixedly mounted in the motor housing;

- a system of scaling blocks, consisting of lower and upper blocks, interconnected by a flexible rod; clips of blocks are made with rolling elements;

2. The engine according to claim 1, characterized in that the connection between the rectilinear reciprocating motion of the slider and the rotational movement of the shaft is carried out using traction using flexible rods.

3. The engine according to claim 1, characterized in that the ratio of the magnitude of the diameter of the crank to the magnitude of the stroke of the working piston is greater than one.

4. The engine according to claim 1, characterized in that the increase in the area of the working piston (the proportion of the selected direction in the size of the inner surface of the total volume of the cylinder) is not associated with an increase in the working volume of the cylinder, but is based on a change in its proportions.