WO2015032169A1

WO2015032169A1 - Apparatus for engine to conserve energy by using phase gears to boost torque

Info

Publication number: WO2015032169A1
Application number: PCT/CN2014/000729
Authority: WO
Inventors: 张鑫
Original assignee: Zhang Xin
Priority date: 2013-09-03
Filing date: 2014-07-31
Publication date: 2015-03-12
Also published as: CN104153880B; CN103452663A; CN104153880A

Abstract

An apparatus for an engine to conserve energy by using phase gears to boost torque, comprising an engine body (1), a cylinder (2), an air intake/exhaust valve mechanism (3), a crankshaft gas piston connecting rod mechanism (5), a crankshaft gas piston accelerating arm connecting rod mechanism (6), and an ignition mechanism (4). The crankshaft gas piston connecting rod mechanism (5) and the crankshaft gas piston accelerating arm connecting rod mechanism (6) respectively are connected via shafts to phase gears (7) that are meshed with each other. This allows rotations of the crankshaft gas piston connecting mechanism (5) and the crankshaft accelerating arm connecting rod mechanism (6) to match correspondingly, while at the same time controls phase angles between crankshafts, thus allowing the crankshafts to work at a high torque and high efficiency state, giving full play to torque and power, thoroughly solving the problem of low power for engines running on low-calorific fuels, such as natural gas.

Description

Phase gear to increase torque energy-saving device for engine

Technical field

The present invention relates to the field of engines, and in particular to a phase gear-adjusting torque energy-saving device for an engine.

Background technique

As shown in FIG. 1 , a schematic structural view of all piston-type internal combustion engines of existing aircrafts, automobiles, trains, ships, power generation, machinery, motorcycles, etc.; between the piston mechanism 56, the crank shaft 57, the crank 58 and the crankshaft 59 The ignition advance angle K is fired at 15 degrees to 0 degrees. At this time, there is no torque, and the torque is instantaneously lost by about 20%. At the same time, the crankshaft 59 consumes the original inertial power rotation, and the crank 58 and the crankshaft 59 torque gradually decrease from small to large. Correspondingly, as the piston mechanism moves to the bottom dead center as the torque of the crankshaft increases, the space of the combustion chamber 55 increases, and the crank 58 and the torque of the crankshaft 59 decrease accordingly, when the piston rod and the crank are clamped. When the angle K is 90 degrees, the crank has the largest torque to the crankshaft, but at this time, the torque is only about 25% of the initial work, and 50% of the torque is lost. The structure of the existing piston internal combustion engine makes the work power a large amount of reactive power loss, wastes more than 70% of energy, and increases pollution emissions by more than 70% to the environment.

The internal combustion engine disclosed in the patent No. JP2009197737A has two sets of pistons in the same cylinder. The disadvantages of the internal combustion engine are as follows: 1. The two sets of piston crankshafts have a number of revolutions of 1: 2, which determines that the two pistons are In a complete work process, one of the groups has two suction and exhaust processes, about 30% of the strokes are reversed, resulting in a loss of 30% of the inspiratory volume, and when any one of the valves is opened, the piston is blocked. Space, either blocked on the suction and exhaust port, or the range of operation of a piston oil ring and gas ring covers all valve ports can not scrape back the oil, or the combustion chamber at the top of the valve does not have air conduction function when working, the gas can not enter two The top of the piston works; 2. The speed of 1:1 is still between 15 degrees and 0 degrees between the two sets of connecting rods and cranks, which is the same as the background technology, and when any one of the valves is open, Either obstruct the piston movement space, or block it on the suction and exhaust port, or the range of operation of one piston covers all the oil ring, the gas ring can not scrape back the oil. No air guide function of the combustion chamber at the top of the valve work, the gas enters the top of the pistons can not work.

Summary of the invention Description

In order to solve the above problems, the present invention provides a phase gear large torque energy saving device for an engine. The device comprises a body, a cylinder, a suction and exhaust valve mechanism, a crankshaft air guiding piston connecting rod mechanism, a crankshaft air guiding piston acceleration arm connecting rod mechanism and a igniting mechanism, the crankshaft air guiding piston connecting rod mechanism and a crankshaft air guiding piston acceleration arm The linkage mechanism has an intermeshing phase gear;

The crank air guide piston linkage mechanism includes a crankshaft and a crankshaft connected by a crank disposed in the body, and a gas guiding piston mechanism connected to the crankshaft disposed in the cylinder;

The crankshaft air guiding piston acceleration arm linkage mechanism includes a crankshaft and a crankshaft connected by a crank disposed on the other side of the body, an acceleration arm link, an air guiding piston acceleration arm, and a gas guiding piston disposed in the cylinder An air guiding piston mechanism connected to the acceleration arm, the air guiding piston acceleration arm is connected to the crank shaft through an acceleration arm link, and the other end of the air guiding piston acceleration arm is connected to the body through a shaft;

When the crank center line S1 of the crankshaft air guiding piston link mechanism and the air guiding piston connecting rod center line L1 form a igniting lag angle F is set to be less than or equal to 90 degrees greater than 0 degrees; synchronous, air guiding The cranking center line S2 in the piston accelerating arm link mechanism and the pilot advance angle G of the accelerating arm link center line L2 are set between 15 degrees and 0 degrees.

Preferably, the utility model further comprises a gas guiding piston gap adjusting arm mechanism, comprising an adjusting arm and a multi-cylinder synchronizing pin, wherein the adjusting arm is mounted on the body through a shaft hinge, and the two ends of the adjusting arm respectively pass the shaft and the air guiding piston to accelerate the arm and lift The regulator is connected, and the multi-cylinder synchronizing pin is disposed on the control arm for synchronously interlocking the plurality of control arms.

Preferably, the crankshaft and crankshaft connected by the crank, the accelerator arm link, and the air guide piston mechanism provided in the cylinder, which are disposed in the other side of the body, are coupled to the crankshaft by the acceleration arm link.

Preferably, the intake and exhaust valve mechanism comprises a valve control device, an intake and exhaust assembly, a valve, an intake passage and an exhaust passage formed between the intake and exhaust assembly and the body, and an intake passage and an exhaust passage end. There is an opposite valve port, and the valve control device is hinged on the body or the air intake and exhaust unit for controlling the valve operation.

Preferably, the suction and exhaust valve mechanism is arranged in a single group or a plurality of groups, which are disposed at the periphery of the cylinder. Preferably, the air guiding piston mechanism and the air guiding piston in the air guiding piston mechanism are provided with air guiding ramps for realizing the functions of suction, exhaust, work and air conduction. Instruction manual

Preferably, the crankshaft 63 has a diameter greater than the diameter of the crankshaft 53.

Preferably, the lift regulator is an eccentric shaft rotary lift regulator, a hydraulic pump regulator or a motor screw lift adjuster or fixed.

A phase gear large-torque energy-saving device for a combined engine, comprising: a plurality of sets of phase gear-adjusting torque energy-saving devices for an engine according to claim 1, wherein said plurality of said engine phase gears are adjusted to increase torque A crankshaft 51 can be shared between the crankshaft air guiding piston connecting rod mechanism of the device for linkage; a plurality of sets of the phase gear of the engine can be synchronized by the multi-cylinder between the adjusting arms of the air guiding piston clearance adjusting arm mechanism of the energy saving device The pins are connected to realize linkage, and the adjustment arms of the adjacent two sets of air guiding piston clearance adjusting arm mechanisms are synchronously connected by the rack meshing form or by the lifter push rod form.

Preferably, the igniting mechanism is: a fuel nozzle or a spark plug, or a fuel nozzle and a spark plug; or no ignition ignition.

The invention is innovative compared with the structure of the existing piston internal combustion engine, and effectively solves the work gas ignition advance angle K (background technology) to start work at 15 degrees - 0 degrees, at this time no torque for the crankshaft, moment of torque The problem that the loss is about 20%, the present invention obtains the igniting lag angle F formed by the connecting rod and the crank through the phase gear to make the crankshaft work under the high torque high efficiency state, and can also cooperate with the air guiding piston clearance adjusting arm mechanism. The torque and power are fully utilized. The torsion force of the combustion chamber can be directly passed through the air guiding piston without delay and without attenuation. It saves energy by 50%-70% compared with the existing piston internal combustion engine, and the mechanical efficiency is greatly improved, reducing pollution by 50%-70%, and The problem of low-energy fuel power such as natural gas is completely solved.

DRAWINGS

1 is a schematic structural view of a conventional piston internal combustion engine;

Figure 2 is a schematic view showing the structure of the present invention;

Figure 3 is a schematic diagram of the duty cycle of the present invention;

Figure 4 is a schematic view showing the structure of the phase gear of the present invention;

Figure 5 is a schematic view of Embodiment 1 of the intake and exhaust valve mechanism of the present invention;

Figure 6 is a schematic view of Embodiment 2 of the intake and exhaust valve mechanism of the present invention; Instruction manual

Figure 7 is a schematic view showing Embodiment 3 of the intake and exhaust valve mechanism of the present invention;

Figure 8 is a schematic structural view of a valve of the present invention;

Figure 9 is a schematic structural view of an embodiment of the combined device of the present invention;

Figure 10 is a schematic structural view of another embodiment of the combined device of the present invention;

Among them: 1, the body, 2, cylinder, 3, suction and exhaust valve mechanism, 31, camshaft, 32, transmission parts, 33, valve, 34, intake, 35, exhaust, 36, valve stem, 361 , positioning button, 37, valve guide, 38, suction and exhaust assembly, 381, valve port, 382, valve port, 382', valve port, 383, valve port, 4, ignition mechanism, 5, crankshaft air guide piston connecting rod Mechanism, 51, Crankshaft, 52, Crank, 53, Crankshaft, 54, Air Guide Piston Mechanism, 541, Air Piston Connecting Rod, 542, Airway Ramp, 56, Piston Mechanism, 57, Crankshaft, 58, Crank 59, crankshaft, 6, crankshaft air guiding piston acceleration arm linkage mechanism, 61, crankshaft, 62, crank, 63, crankshaft, 64, acceleration arm linkage, 65, air guiding piston acceleration arm, 66, air guiding piston Mechanism, 7, phase gear, 8, air guide piston clearance arm mechanism, 81, adjustment arm, 82, multi-cylinder synchronous pin, 9, lifting regulator, Sl, crank 52 center line, S2, crank 62 center line, Ll , connecting rod 541 center line, L2 Link centerline 64, G, crank 62 and link 64 center line L2 of the center line L2 fire primer advance, the center line L1 of the priming 541 F., The center line of the crank 52 and the link SI retarded angle.

detailed description

Specific embodiments of the present invention will be described below with reference to the accompanying drawings.

As shown in Figure 2 - Figure 4, an engine phase gear is used to adjust the torque energy-saving device, including the body 1, the cylinder 2, the suction and exhaust valve mechanism 3, the crankshaft air-guide piston linkage mechanism 5, and the crankshaft air-guide piston acceleration. The arm link mechanism 6, and the igniter mechanism 4, may be a more common fuel nozzle or spark plug or fuel nozzle and spark plug or no ignition for compression ignition. The crankshaft air guide piston linkage mechanism 5 and the crankshaft air guide piston acceleration arm linkage mechanism 6 are respectively connected to the intermeshing phase gears 7 through the shafts, thereby ensuring the operation of the crankshaft air guide piston linkage mechanism 5 and the crankshaft acceleration arm linkage mechanism 6. Corresponding fit, while controlling the phase angle between the crankshafts.

The crankshaft air guiding piston linkage mechanism 5 includes a crankshaft 51 and a crankshaft 53 connected through the crank 52 disposed in the body 1, and a pilot air piston mechanism 54 connected to the crankshaft 53 via the air guiding piston connecting rod 541; The mechanism 54 is disposed in the cylinder 2. Instruction manual

The crankshaft air guiding piston acceleration arm linkage mechanism 6 includes a crankshaft 61 and a crankshaft 63 that are connected to the other side of the body 1 via a crank 62, an acceleration arm link 64, a pilot piston acceleration arm 65, and a pilot piston through the air guide piston. The air guide piston mechanism 66 is connected to the air guide piston accelerating arm 65, the air guide piston mechanism 66 is disposed in the cylinder 2, and the air guide piston accelerating arm 65 is connected to the crank shaft 63 via the acceleration arm link 64. The other end of the gas piston acceleration arm (65) is connected to the body (1) through a shaft.

Preferably, the crankshaft 61 and the crankshaft 63 connected by the crank 62 disposed in the other side of the body 1 , the acceleration arm link 64 , and the air guide piston mechanism 66 disposed in the cylinder 2 are passed through the acceleration arm link 64 . The structure in which the crankshaft 63 is connected. The crankshaft 61 is twice the number of revolutions of the crankshaft 51, i.e., the ratio of revolutions is 2 to 1, and the effect of the above embodiment is about 30% less than that of the prior art.

At the same time, the diameter of the crankshaft 63 of the crankshaft piston accelerating arm linkage mechanism 6 is larger than the diameter of the crankshaft 53 of the crankshaft pilot piston linkage mechanism 5, such that the pilot piston rod and the air guiding piston fitted to the crankshaft 63 are provided. The stroke of the air guide piston of the air guide piston linkage mechanism 5 is shortened, and the work efficiency is effectively improved while accelerating the function of catching up the air guide piston mechanism 54.

The air guiding piston mechanism 54 used in the product and the air guiding piston in the air guiding piston mechanism 66 are provided with an air guiding ramp 542, and the energy of the gas explosion of the combustion chamber is effectively introduced under the action of the air guiding ramp 542. Work between the air guiding pistons.

When the crankshaft damper angle F formed by the center line S1 of the crank 52 and the center line L1 of the connecting rod 541 in the crank air guiding piston link mechanism 5 is set to be less than or equal to 90 degrees and greater than 0 degrees; synchronously, the air guiding piston The ignition advance angle G of the crank 62 center line S2 in the acceleration arm link mechanism 6 and the initial work of the acceleration arm link 64 center line L2 is set between 15 degrees and 0 degrees;

The product further includes an air guiding piston clearance adjusting arm mechanism 8, which comprises an adjusting arm 81 and a multi-cylinder synchronizing pin 82. The adjusting arm 81 is mounted on the body 1 through a shaft hinge, and the two ends of the adjusting arm 81 are respectively accelerated by the shaft and the air guiding piston. The arm 65 and the lifting regulator 9 are connected, and the lifting regulator (9) selected by the invention is an eccentric shaft rotary lifting regulator, a hydraulic pump regulator, or a motor screw lifting regulator, a fixed form regulator, and is controlled by the lifting regulator 9. The control arm 81 performs a rising or falling action, and the adjusting arm 81 drives the acceleration arm 65 to further adjust the stroke and position of the air guiding piston in the crankshaft air guiding piston acceleration arm linkage mechanism 6.

8 Instruction manual

Synchronize with the speed control or throttle to achieve acceleration or deceleration, or adjust to fix.

A multi-cylinder synchronizing pin 82 is provided on the adjustment arm 81 for interlocking the plurality of adjustment arms 81.

The intake and exhaust valve mechanism 3 includes a valve control device, an intake and exhaust assembly 38, a valve 33, an intake and exhaust passage formed between the intake and exhaust assembly 38 and the body 1, and are mounted opposite to the intake and exhaust valve ends. Valve port

381. The valve control device is hinged on the body 1 or the air intake and exhaust assembly 38 for controlling the operation of the valve 33.

The valve control device includes a valve camshaft 31, a transmission member 32, and the transmission member 32 is hinged to the suction and exhaust assembly

38 or the body 1, the camshaft 31 drives the transmission member 32 to control the opening or closing of the valve 33, and the transmission member can drive the valve in the form of a piston barrel or a rocker arm of the transmission cylinder.

As shown in FIG. 5, a schematic view of Embodiment 1 of the intake and exhaust valve mechanism of the present invention;

A semicircular annular groove is respectively arranged on the suction and exhaust assembly 38 and the body 1 constituting the intake passage 34 and the exhaust passage 35, and an annular valve port 381 is installed in the annular groove formed by the abutment of the two semicircular annular grooves. A valve guide 37 is installed in the valve mounting groove between the assembly 38 and the body 1. A valve groove is provided in the valve guide 37, and the valve stem is disposed between the body and the suction and exhaust unit by wearing the valve guide 37. The valve port repair and replacement cost of this embodiment is low. The disadvantage is that the valve port is susceptible to thermal deformation.

FIG. 6 is a schematic view showing Embodiment 2 of the intake and exhaust valve mechanism of the present invention;

A semicircular groove is respectively formed in the air intake and exhaust unit 38 and the body 1 constituting the air inlet 34 and the air passage 35, and the other half ring is respectively installed in the two semicircular annular grooves;

Preferably, the half ring of the annular valve port 382' on the body 1 is integral with the body 1, and the valve guide 37 is integrated with the body or the suction or exhaust assembly. Compared with the first embodiment, the valve port is not easily deformed by heat.

The valve port 383 in the exhaust passage 35 of the present embodiment is integrally molded with the exhaust end of the body 1 and the intake and exhaust assembly 38, so that the deformation of the valve port due to the temperature of the exhaust passage can be effectively prevented. The valve port mounting form in the intake passage 34 of the present embodiment can be provided in the same manner as the above-described Embodiment 1 or Embodiment 2.

In the case of adopting any of the suction and exhaust valve mechanisms of Embodiment 1, 2 or 3, the suction and exhaust valve mechanism 3 of the product can be set as a single group or a plurality of groups, which are disposed on the outer body of the cylinder to meet the actual situation. Assume Description

Need to count.

FIG. 8 is a schematic structural view of a valve used in the present invention;

Positioning keys 361 are correspondingly provided on the valve stem 36, and the valve stems are fitted with the latching grooves in the valve guides 37 through the positioning keys 361 to prevent the valve stems 36 from rotating.

As shown in FIG. 2 and FIG. 9, a schematic structural view of an embodiment of a phase gear large-torque energy-saving device for a combined engine;

The utility model comprises a plurality of sets of the aforementioned phase gear large-torque energy-saving device for the engine, wherein the crankshaft air-guide piston linkage mechanism 5 of the adjacent two sets of phase gear-adjusting torque energy-saving devices can share a crankshaft 51 for linkage (ie The crankshaft 51 of the crankshaft air guiding piston linkage mechanism 5 is connected to the air guiding piston connecting rod 541, and is also connected to the air guiding piston connecting rod 541 of the adjacent other crankcase air guiding piston connecting rod mechanism 5); A plurality of sets of the engine gear phase adjustment gears of the phase gears of the engine are connected by the multi-cylinder synchronizing pin 82 to realize the linkage, and the adjacent two sets of air guiding piston gap adjusting arms are connected. The adjustment arms 81 of the mechanism 8 can be interlocked by the rack engagement form, or can be synchronously linked by the push-pull rod and the lift regulator.

2, FIG. 10, a schematic structural view of another embodiment of a phase gear large-torque energy-saving device for a combined engine;

The utility model comprises a plurality of sets of the aforementioned phase gear large-torque energy-saving device for the engine, wherein the crankshaft air-guide piston linkage mechanism 5 of the adjacent two sets of phase gear-adjusting torque energy-saving devices can share a crankshaft 51 for linkage (ie The crankshaft 51 of the crankshaft air guiding piston linkage mechanism 5 is connected to the air guiding piston connecting rod 541, and is also connected to the air guiding piston connecting rod 541 of the adjacent other crankcase air guiding piston connecting rod mechanism 5); A plurality of sets of the engine gear phase adjustment gears of the phase change gear of the engine are connected by the multi-cylinder synchronous pin 82 to realize the linkage, and the gap adjustment of the adjacent two sets of air guide pistons The arms 81 of the control arm mechanism 8 are connected by a rack engagement form, and the transmission member 32 of the valve control device of the present embodiment is hinged on the suction and exhaust main member 38 or the body 1, and the valve camshaft 31 passes through the transmission member 32. The valve stem 36 is driven to operate, and a valve camshaft 31 can be shared between the adjacent two sets of crankshaft pilot piston linkages 5 for linkage.

10 Instruction manual

The phase gear is used to control, adjust the phase angle of the crankshaft air guiding piston linkage mechanism 5 and the crankshaft air guiding piston acceleration arm linkage mechanism 6, and form a large torque between the air guiding piston connecting rod of the air guiding piston linkage mechanism 5 and the crank 52. When the combustion chamber is ignited, the prior art needs to overcome the situation of inefficient operation with no torque and small torque. At the same time, the air guide piston adjusting mechanism 8 is used to adjust the air guide piston clearance to ensure the fuel to gas ratio and to burn more fully.

The initial pilot lag angle F of the pilot piston link 541 and the crank 52 in the crankcase pilot piston linkage 5 is set at 0 degrees; the crankshaft pilot piston accelerates the boom link 64 of the accelerator arm linkage 6 and the crank 62 The initial setting angle G is 56 degrees; the distance between the two air guiding pistons is 21 liters; when the phase gear 7 of the device on the crank air guiding piston connecting rod mechanism 5 and the crank air guiding piston acceleration arm connecting rod mechanism 6 is operated, The air guide piston link 541 and the crank 52 in the crank air guide piston linkage mechanism 5 rotate clockwise, the pilot advance angle G is from 56 degrees to 11 degrees, and the air guide piston mechanism 54 moves to the bottom dead center; meanwhile, the crankshaft conducts air. The acceleration arm link 64 of the piston acceleration arm link mechanism 6 and the counterclockwise rotation air guide piston mechanism 66 of the crank 62 move to the upper dead center, after 45 degrees, and reach the top dead center, the distance between the two air guide pistons is reduced by 21 When the combustion chamber starts to work at 3 匪 (that is, at the minimum clearance), at this time, that is, the igniting lag angle F between the pilot piston link 541 and the crank 52 to form a large torque to the crankshaft, the crankshaft is driven by the pilot piston link 541, Crankshaft This time, the gas torque completely converted into kinetic energy. In addition, although during the exhaust stroke or compression stroke, the crankshaft needs to overcome both resistances of the air guide piston and the acceleration arm shaft, because only about one tenth or two of the torque of the gas work is required, but During the return stroke of the air guiding piston, the gas pushes the air guiding piston connecting rod to generate the torque to drive the acceleration arm at the same time on both ends of the acceleration arm, and applies about twice or more of the torsion force to the acceleration arm link to drive the crankshaft 61 to operate; Efficient energy efficiency ratio.

Overcoming the prior art, since the piston connecting rod has no torque to the crankshaft, the torque is instantaneously lost by about 20%, and the torque is lost by 50% during the process of small and large, and the present invention is respectively connected with the crankshaft air guiding piston. The crankshaft-connected and intermeshing gear 7 of the lever mechanism 5 and the crankshaft air-guiding piston accelerating arm linkage mechanism 6 effectively ensures synchronous operation, and always maintains the air-guiding in the crankcase air-conducting piston linkage mechanism 5 when the engine starts to work. The ignition lag angle F between the piston link 541 and the crank 52 is a large torque angle, so that the torque and power of the gas can be sufficiently exerted. The torque of the gas can be directly passed through the air guiding piston without delay, without attenuation, compared with the existing single cylinder, multi-cylinder, two-stroke, four-stroke and other piston internal combustion Description

Motivation energy savings are 50% - 70%.

The set spacing of the two air guiding pistons provided with the air guiding ramp, the angle of the air guiding piston connecting rod and the crank are preferred embodiments of the present invention, but are not limited to the above embodiments, and those skilled in the art should understand that according to the product structure Or the actual situation at work, can be appropriately adjusted; the step of setting the ignition delay angle F in this embodiment may be: first setting the ignition delay angle F to 45 degrees, and then aligning the piston air guiding ramp with the suction and discharge At the gas port, a reasonable combustion chamber space is left between the two gas guiding pistons. At this time, the tops of the two gas guiding pistons respectively pass over the portion of the suction and exhaust ports, and the length is uniform, and the ignition advance angle G is between 11 degrees and 0 degrees. And according to the demand, there is a space for adjusting the pilot piston spacing. In each rotation cycle, except for the pilot piston, there may be a small amount of stroke in the cylinder bore 2 that alternates over the valve port. The air guide piston rings of the two air guide pistons are not to be reached or exceeded. Suction and exhaust port for normal operation.

It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to be limiting, and the present invention will be described in detail with reference to the preferred embodiments. Modifications or equivalents are intended to be included within the scope of the appended claims.

Claims

claims

1. An energy-saving device for increasing torque with a phase gear for an engine, characterized by: it includes a body (1), a cylinder (2), an intake and exhaust valve mechanism (3), a ignition mechanism (4), a crankshaft air guide piston connection Rod mechanism (5), crankshaft gas piston accelerating arm connecting rod mechanism (6), the crankshaft gas piston connecting rod mechanism (5) and the crankshaft gas piston accelerating arm connecting rod mechanism (6) are equipped with mutually meshing Phase gear (7);

The crankshaft air guide piston connecting rod mechanism (5) includes a crankshaft (51) and a crankshaft (53) provided in the body (1) connected by a crank (52), and a crankshaft (53) provided in the cylinder (2) and connected to the crankshaft. The air guide piston mechanism (54) connected to the shaft (53);

The crankshaft air guide piston accelerating arm connecting rod mechanism (6) includes a crankshaft (61), a crankshaft (63), an accelerating arm connecting rod (64), and a crankshaft (63) connected to the other side of the body (1) through a crank (62). ), the gas piston accelerating arm (65), and the gas piston mechanism (66) provided in the cylinder (2) and connected to the gas piston accelerating arm (65), the gas piston accelerating arm (65) passing through The accelerating arm connecting rod (64) is connected to the crankshaft (63), and the other end of the gas piston accelerating arm (65) is connected to the body (1) through a shaft;

When the ignition lag angle F formed between the center line S1 of the crank (52) in the crankshaft air guide piston connecting rod mechanism (5) and the center line L1 of the air guide piston connecting rod 541 is set to a state equal to or less than 90 degrees and greater than 0 degrees down; synchronously, the starting power ignition advance angle G between the center line S2 of the crank (62) in the crankshaft air guide piston accelerating arm connecting rod mechanism (6) and the center line L2 of the accelerating arm connecting rod (64) is at 15 degrees -0 Set between degrees.

2. The engine phase gear torque-increasing energy-saving device according to claim 1, characterized in that: the device also includes a gas guide piston gap adjusting arm mechanism (8), which includes an adjusting arm (81), a multi-cylinder synchronization pin (82), the adjusting arm (81) is mounted on the body (1) through a shaft hinge, and both ends of the adjusting arm (81) are connected to the air guide piston accelerating arm (65) and the lifting regulator (9) through the shaft respectively. The multi-cylinder synchronization pin (82) is provided on the adjustment arm (81) to perform synchronous linkage on multiple adjustment arms (81).

3. The engine phase gear torque-increasing energy-saving device according to claim 1, characterized in that: the crankshaft air guide piston accelerating arm connecting rod mechanism (6): or it also: includes a device provided on the body (1) The crankshaft (61) connected by the crank (62) on the other side is connected to the crankshaft (63), the accelerating arm connecting rod (64), and the air guide piston mechanism (66) provided in the cylinder (2), The gas piston mechanism (66) is connected to the crankshaft (63) through the acceleration arm connecting rod (64). claims

4. The engine phase gear torque-increasing energy-saving device according to claim 1, characterized in that: the intake and exhaust valve mechanism (3) includes a valve control device, an intake and exhaust assembly (38), and a valve (33) , the intake duct (34) and the exhaust duct (35) formed between the suction and exhaust assembly (38) and the body (1) have opposing valve ends at the intake duct (34) and the exhaust duct (35). The valve control device is hinged on the body (1) or the suction and exhaust assembly (38) to control the operation of the valve (33). .

5. According to claim 1 or 3, the engine uses a phase gear to adjust the torque and energy-saving device, characterized in that: the intake and exhaust valve mechanisms (3) are arranged in a single group or multiple groups, and the groups are arranged on the periphery of the cylinder.

6. The phase gear torque-increasing energy-saving device for an engine according to claim 1, characterized in that: the gas guide piston in the gas guide piston mechanism (54) and the gas guide piston mechanism (66) is provided with a guide The air ramp (542) is used to realize the functions of suction and exhaust, and power and air guidance.

7. The torque-increasing energy-saving device for engine phase gear adjustment according to claim 1, characterized in that: the diameter of the crankshaft (63) is larger than the diameter of the crankshaft (53).

8. The energy-saving device for increasing torque with phase gear for engine according to claim 2, characterized in that: the lifting regulator (9) is an eccentric shaft rotating lifting regulator, a hydraulic pump regulator, or a motor screw lifting regulator. Or adjust and fix it.

9. A combined phase gear torque-increasing energy-saving device for engines, characterized in that: the device includes multiple groups of phase gear-increasing torque energy-saving devices for engines as claimed in claim 1, two adjacent groups of engines The crankshaft air guide piston connecting rod mechanism (5) of the torque-increasing energy-saving device can be adjusted by using a phase gear to share a crankshaft (51) for linkage; multiple groups of the engines use phase gears to adjust the air-guiding piston clearance of the torque energy-saving device The adjusting arms (81) of the adjusting arm mechanism (8) are connected through multi-cylinder synchronization pins (82) to achieve linkage. The adjusting arms (81) of the two adjacent groups of air guide piston gap adjusting arm mechanisms (8) The connection is made synchronously via rack engagement or via lifter push-pull rods.

10. The engine phase gear torque-increasing energy-saving device according to claim 1, characterized in that: the ignition mechanism is: a fuel nozzle or a spark plug, or a fuel nozzle and a spark plug; or compression ignition without ignition.