WO2012045224A1 - Moteur à jeu d'unités de puissance - Google Patents

Moteur à jeu d'unités de puissance Download PDF

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Publication number
WO2012045224A1
WO2012045224A1 PCT/CN2011/000225 CN2011000225W WO2012045224A1 WO 2012045224 A1 WO2012045224 A1 WO 2012045224A1 CN 2011000225 W CN2011000225 W CN 2011000225W WO 2012045224 A1 WO2012045224 A1 WO 2012045224A1
Authority
WO
WIPO (PCT)
Prior art keywords
power unit
power
gear
engine
engine according
Prior art date
Application number
PCT/CN2011/000225
Other languages
English (en)
Chinese (zh)
Inventor
靳北彪
Original Assignee
Jin Beibiao
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 Jin Beibiao filed Critical Jin Beibiao
Publication of WO2012045224A1 publication Critical patent/WO2012045224A1/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
    • F02B73/00—Combinations of two or more engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • F02F7/0031—Construction kit principle (modular engines)
    • 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
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/06—Crankshafts
    • F16C3/10—Crankshafts assembled of several parts, e.g. by welding by crimping

Definitions

  • This invention relates to the field of thermal energy and power, and more particularly to a power unit engine.
  • a power unit set engine includes at least two power units and a power take-off main shaft, each of the power units being coupled to the power take-off main shaft via a switch.
  • the switch is configured to be composed of a gear A and a gear B.
  • the gear A is fixedly connected to a power output shaft of the power unit, and the gear B is axially slidably coupled with the power output shaft.
  • the gear B and the gear A are controlled to be meshed or separated by a control mechanism.
  • a gear A and a gear B are disposed, the gear A is fixedly coupled to a power output shaft of the power unit 1, the gear B is disposed coaxially with the power output main shaft, and the gear A and the gear B is engaged, the switch is set as a clutch, and the gear B is separated or interlocked with the power output main shaft via the clutch.
  • a balance weight is provided on the gear A and/or the gear B.
  • the power unit is provided as a piston reciprocating power unit composed of a cylinder, a piston, a connecting rod and a crankshaft. Two or more of the power units are disposed in one body.
  • the power unit is a rotor engine type power unit.
  • the power unit is configured as a turbo power unit.
  • the power unit is set as an electric motor.
  • the types of the power units are set to be different, and/or the output power of the power unit is set to be different.
  • the principle of the power unit group engine disclosed in the present invention is to make each power unit in an efficient and low-emission working state, and two or more such power units jointly output power to each other through different combinations to meet the load response.
  • Requirements (the so-called load response is to adjust the output power of the engine according to the load change).
  • a load response is to adjust the output power of the engine according to the load change.
  • a power unit can be separately output in an efficient and low-pollution state.
  • Power or a small number of power units output power together in an efficient, low-pollution state.
  • the power of each power unit can be the same or different.
  • the so-called power unit of the present invention refers to an independent working unit capable of separately outputting power to the outside.
  • the power unit may be a conventional single cylinder or a plurality of cylinder crank piston reciprocating power units, and may be a rotor engine power unit, which may be a motor power unit. It can also be a turbine power unit.
  • the power unit in the so-called power unit group engine of the present invention may be of one type or different combinations between different types of power units, such as a combination between a piston reciprocating power unit and a motor power unit, or turbine power.
  • the power can be the same or different, for example, the power of one power unit is 1 kw, the other power unit is 2kw, the third power unit is 5kw, and the fourth power unit is 10kw, so that the power unit engine can be combined.
  • the output power is a minimum of 1 kw, with 2, 3, 5, 6, 7, 10, 1 1, 12, and 15kw in the middle, and a maximum of 18kw of 11 output power combinations, optimizing the output power of each power unit, Greatly improve the efficiency of the engine.
  • the power unit may be composed of a multi-cylinder, a multi-turbine, and a multi-rotor.
  • the two pistons can be arranged 180 degrees to each other to form a two-cylinder machine, which is used as a power unit.
  • the so-called "interrupter" of the present invention refers to a device having a function of turning on and off the power transmission, and the switch may be a mechanically connected or disengaged device for gear meshing by a sliding gear, or may be a spring type or a hydraulic type.
  • the so-called balance block refers to the mass used to carry out dynamic balance
  • the so-called A and B linkage means that A rotation B must rotate
  • the so-called A and B non-coupling means that the rotation of A does not force B to rotate
  • the rotation of B does not force A to rotate
  • the so-called control mechanism refers to a device that controls the interlocking or non-coupling between the power unit and the power output main shaft.
  • the power unit may be a self-balancing mechanism, or may be a mechanism that requires two or more power units to work together in a certain phase relationship to achieve dynamic balance, or may be required to be coupled with a gear B having a balance block.
  • Each power unit can be equipped with a flywheel on the power output main shaft without a flywheel; if each power unit has a flywheel and has a dynamic balance capability, there is no need to set a flywheel on the power output main shaft.
  • the power unit can adjust its output power within a certain range. For example, the intake air volume and/or fuel injection amount of the power unit can be adjusted, but the adjustment range can be greatly reduced to maintain the power unit working in an efficient and low-pollution area. .
  • the invention can realize high-efficiency, low-pollution load response, energy saving and environmental protection.
  • Figure 1 is a schematic view of Embodiment 1 of the present invention.
  • Figure 2 is a schematic view of Embodiment 2 of the present invention.
  • Figure 3 is a schematic view of Embodiment 3 of the present invention.
  • Figure 4 is a schematic view of Embodiment 4 of the present invention.
  • Figure 5 is a schematic view of Embodiment 5 of the present invention.
  • Figure 6 is a schematic view of Embodiment 6 of the present invention.
  • Figure 7 is a schematic view of Embodiment 7 of the present invention.
  • Embodiment 7 of the present invention is schematic views of Embodiment 7 of the present invention.
  • the power unit engine shown in Figure 1 includes at least two power units 1 and a total power output The shaft 2, each of the power units 1 is connected to the power output main shaft 2 via a switch 3, respectively.
  • Example 2
  • the power unit group engine shown in FIG. 2 differs from the first embodiment in that: the switch 3 is configured to be constituted by a gear A301 and a gear B302, and the gear A301 and the power output shaft of the power unit 1
  • the gear B302 is axially slidably disposed in axial direction with the power output main shaft 2, and the gear B302 and the gear A301 are controlled to be meshed or separated by the control mechanism 303.
  • a weight 222 is provided on the gear B302.
  • the power unit 1 is provided as a piston reciprocating power unit 100 composed of a cylinder, a piston, a connecting rod and a crankshaft. Two or more of the power units 1 are disposed in one body 200. In the same power unit group engine, the types of the power units 1 are set to be different, and/or the output power of the power unit 1 is set to be different.
  • the power unit may be a rotor engine type power unit, a turbine type power unit, or an electric motor.
  • the power unit group engine shown in FIG. 3 differs from the second embodiment in that a gear A301 and a gear B302 are provided, and the gear A301 is fixedly coupled to the power output shaft of the power unit 1, and the gear B302 and the gear
  • the power output main shaft 2 is coaxially non-linked, the gear A301 and the gear B302 are meshed, the switch 3 is set as a clutch 333, and the gear B302 passes through the clutch 333 and the power output
  • the main shaft 2 is separated or linked.
  • the power unit group engine shown in FIG. 4 differs from the second embodiment in that: the gear A301 is set as a double gear A401, and the gear B302 is set as a double gear B402, forming a closed frame force structure.
  • the power unit group engine structure is more rigid and stable.
  • the power unit group engine shown in Fig. 5 differs from the embodiment 2 in that the crankshafts of the adjacent reciprocating power units 100 are fitted together to make the engine structure more compact.
  • the power unit group engine shown in FIG. 6 is different from the embodiment 2 in that the reciprocating power unit 100 includes two cylinders, and the crank corresponding to each cylinder is set at 180 degrees to achieve Better balance.
  • the power unit group engine shown in FIG. 7 differs from the first embodiment in that: the power unit 1 is set as a reciprocating power unit 100 composed of a cylinder, a piston, a connecting rod and a crankshaft, and three reciprocating power units 100 Coplanar and mutually set to 120 degrees.
  • the power unit engine shown in Figures 8, 9, 10, 1 1, 12, 13, 14, 15, 16, 17, 7, 19, 20, 21 or 22 differs from Embodiment 1 in that:
  • the power unit 1 is provided as a reciprocating power unit 100 composed of a cylinder, a piston, a connecting rod and a crankshaft.
  • the crankshaft is composed of a crank pin 7, a crank 8 and a crankshaft main shaft 9, that is, the crankshaft is machined separately, so that the crankshaft can be made very well. Small, the engine structure is more compact, and the engine can be easily miniaturized; and the equipment for processing the crankshaft can be simplified, and the crankshaft can be processed and produced.
  • crankpin 7 is separately processed, the crank 8 and the crankshaft 9 are integrated, and the crankpin 7 and the crank are The crankshaft pin hole on ⁇ 8 is fixedly connected (including interference fit connection, bolt connection, etc.); in Figure 10, crankshaft pin 7 and crank 8 are integrated, crankshaft spindle 9 is machined separately, crankshaft spindle 9 and crank 8 The crankshaft spindle bore is fixedly connected; in each reciprocating power unit 100 in Fig.
  • crankpin 7 is integrated with one of the cranks 8, one crankshaft 9 is integrally formed, and the other crank 8 and the other crankshaft 9 are Separately machined separately, the machined individual crank 8 is rotatably connected to a separate crankshaft spindle 9 and fixedly connected to the crankpin 7 , and the individual crankshaft spindle 9 is fixedly connected to the body;
  • Fig. 12 differs from Fig. 11 in two cranks There are crankpins 7 on the 8th, one of the crankpins 7 has a hole, and the other crankpin 7 is inserted into the hole to form a crankshaft pin structure, and the separate crankshaft spindle 9 is fixedly connected with the crank, and the body rotates. even The difference between FIG. 13 and FIG.
  • FIG. 12 is that: the two crankshaft spindles 9 are separately machined, the crankpin 7 and one crank 8 are integrated, the crankpin 7 is fixedly connected with the other crank 8, and the two cranks 8 are The two crankshaft spindles 9 are all rotationally connected, and the two crankshaft spindles 9 are fixedly connected to the body;
  • FIG. 14 and FIG. 13 is that: the crankshaft pin 7 is separately processed, and the crankshaft spindle 9 and the body are integrated;
  • FIG. 15 The difference between FIG. 14 is that: the two crankshaft main shafts 9 are fixedly connected with the two cranks, and are connected to the body;
  • FIG. 16 differs from FIG.
  • crankshaft main shaft 9 is fixedly connected with the crank 8 and the body Rotating connection;
  • Figure 1 7 , 1 8 and 19 The pin shaft 7 and the link are integrated;
  • each of the reciprocating power units 100 of Figures 20, 21 and 22 includes two sets of cylinders, pistons, connecting rods and crankshafts.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

Moteur à jeu d'unités de puissance comprenant au moins deux unités de puissance (1) et un arbre principal (2) de sortie de puissance. Chaque unité de puissance (1) est rattachée respectivement à l'arbre principal (2) de sortie de puissance par un dispositif (3) par tout ou rien. Le moteur à jeu d'unités de puissance peut réagir à la charge avec un rendement élevé et une faible pollution et est donc économe en énergie et écologique.
PCT/CN2011/000225 2010-10-09 2011-02-12 Moteur à jeu d'unités de puissance WO2012045224A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201010501112 2010-10-09
CN201010501112.7 2010-10-09
CN 201010508380 CN101985899B (zh) 2010-10-09 2010-10-15 动力单元组发动机
CN201010508380.1 2010-10-15

Publications (1)

Publication Number Publication Date
WO2012045224A1 true WO2012045224A1 (fr) 2012-04-12

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Application Number Title Priority Date Filing Date
PCT/CN2011/000225 WO2012045224A1 (fr) 2010-10-09 2011-02-12 Moteur à jeu d'unités de puissance

Country Status (2)

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CN (1) CN101985899B (fr)
WO (1) WO2012045224A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2552403C2 (ru) * 2013-03-27 2015-06-10 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Горский государственный аграрный университет" Механизм преобразования вращательного движения в возвратно-поступательное и наоборот
RU2603045C2 (ru) * 2014-02-20 2016-11-20 Татаркан Туганович Гаппоев Восьмицилиндровый механизм преобразования вращательного движения в возвратно-поступательное и наоборот
CN105729868A (zh) * 2016-03-01 2016-07-06 侯如升 一种环保染料压块机动力组

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3445430A1 (de) * 1984-12-13 1986-06-19 Albrecht 6638 Dillingen Nikes Hubkolbenmaschine, insbesondere brennkraftmaschine
JPH10280902A (ja) * 1997-04-09 1998-10-20 Akira Hamano 往復ピストン機関
CN2539842Y (zh) * 2002-04-10 2003-03-12 天津市公安交通管理局交通设施工程管理处 汽车发动机曲轴后端直接取力器
CN2789510Y (zh) * 2004-12-23 2006-06-21 鲜跃华 多缸内燃机可脱缸传动装置
CN201818364U (zh) * 2010-10-09 2011-05-04 靳北彪 动力单元组发动机

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS595776B2 (ja) * 1977-10-14 1984-02-07 ヤマハ発動機株式会社 自動２輪車用多気筒内燃機関
DE4134160A1 (de) * 1991-10-11 1993-04-22 Mannesmann Ag Kraftfahrzeug und verfahren zum betrieb dieses kraftfahrzeugs
EP0835361A1 (fr) * 1995-06-26 1998-04-15 SADLEIR, Kimberley Vere Moteur a combustion interne a multiples vilebrequins
CN2450394Y (zh) * 2000-12-01 2001-09-26 重庆宗申摩托车科技集团有限公司 三轮摩托车汽油机的传动变速装置
CN201184238Y (zh) * 2008-04-07 2009-01-21 李小龙 节能发动机
CN101555831B (zh) * 2008-12-31 2011-05-04 靳北彪 惯量旋转动力发动机

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3445430A1 (de) * 1984-12-13 1986-06-19 Albrecht 6638 Dillingen Nikes Hubkolbenmaschine, insbesondere brennkraftmaschine
JPH10280902A (ja) * 1997-04-09 1998-10-20 Akira Hamano 往復ピストン機関
CN2539842Y (zh) * 2002-04-10 2003-03-12 天津市公安交通管理局交通设施工程管理处 汽车发动机曲轴后端直接取力器
CN2789510Y (zh) * 2004-12-23 2006-06-21 鲜跃华 多缸内燃机可脱缸传动装置
CN201818364U (zh) * 2010-10-09 2011-05-04 靳北彪 动力单元组发动机

Also Published As

Publication number Publication date
CN101985899B (zh) 2013-10-30
CN101985899A (zh) 2011-03-16

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