WO2019192288A1 - Method for improving effective thermal efficiency of engine and power transmission mechanism prepared thereby - Google Patents

Abstract

A method for improving the effective thermal efficiency of an engine and a power transmission mechanism prepared thereby, said mechanism comprising a cylinder (1); a piston (2) is mounted in the cylinder (1), the piston (2) is connected to crank links (4, 13) by means of a connector, the crank links (4, 13) are respectively connected to cranks (7, 10) by means of crank shafts (6, 11), the cranks (7, 10) are connected to bent axles (8, 9), there are two bent axles (8, 9), and an eccentric distance (e) is set, and the eccentric distance is the distance between a bent axle axis and an axis of a connecting end between a piston rod and the crank link, the connecting end between the piston rod and the crank link is located above the bent axle center point, or the eccentric distance is the distance between the bent axle axis and the axis of the connecting end between a pin shaft on a circular slide block and the crank link, or the eccentric distance is the distance between the bent axle axis and the axis of the connecting end between the piston and the crank link, and the eccentric distance (e) is greater than the crank radius (R), the range of the angle through which the crank rotates is less than 180 degrees during working stroke. By this way, the overall mechanism is compact; when the bent axles rotate in a negative bias manner, the bent axles splash lubricating oil always toward the piston, the piston cylinder is well lubricated, the engine oil has strong heat dissipation effect for the piston, and the engine has high working strength and long service life.

Description

Method for improving effective thermal efficiency of engine and power transmission mechanism thereof Technical field

The invention relates to an engine, a method for improving the effective thermal efficiency of an engine, and a power transmission mechanism prepared thereby.

Background technique

The various engine power transmission mechanisms disclosed so far convert the reciprocating motion of the piston into a rotary motion through a crank-link mechanism and a crankshaft, and the crankshaft is driven by a piston rod to perform work. In these structures, a single crankshaft and a double crankshaft structure are further divided, and specifically, there is no offset and a biasing structure. Although the engine power transmission mechanisms of these structures have their own advantages, their disadvantages still exist. For example, there is an alternating side pressure between the piston and the cylinder wall of the unbiased engine with a single crankshaft structure, which affects the friction between the piston and the cylinder liner. Power consumption, statistics show that this frictional power consumption accounts for about 75% of the engine mechanical loss, and the frictional power consumption of the cylinder liner and the piston ring accounts for 50% of the piston connecting rod system. Therefore, in order to reduce the piston side pressure, the crankshaft is usually used. Offset arrangement, however, it is known from the disclosed technical solution that the offset crankshaft structure generally eliminates side pressures of the engine piston and cylinder wall, reducing friction and vibration, as those skilled in the art believe that the work stroke is rotating on the crankshaft. The larger the angle ratio, the more work is done. Therefore, the crankshaft linkage mechanism only rotates in the positive bias direction to do work. However, these positively biased engine power delivery mechanisms result in a small increase in the effective thermal efficiency of the engine.

Summary of the invention

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method and a power transmission mechanism for improving the effective thermal efficiency of an engine which can solve the deficiencies of the prior art.

In order to achieve the above object, the present invention adopts the following technical solution: a method for improving the effective thermal efficiency of the engine, and setting the eccentricity of the engine power transmission mechanism, the eccentric distance is the distance between the crankshaft axis and the axis connecting the piston rod and the crank connecting rod, the piston The connecting end of the rod and the crank connecting rod is located above the center point of the crankshaft, or the eccentric distance is the distance between the axis of the crankshaft and the axis of the pin shaft of the circular slider and the connecting end of the crank connecting rod, or the eccentricity is the connecting end of the crankshaft axis with the piston and the crank connecting rod The distance between the axes;

Setting the eccentricity e to be greater than the crank radius R;

Arranging the two crankshafts in a negative bias manner;

Setting the difference between the crank link length L and the crank radius R by the eccentricity e is the bias mechanism coefficient;

The bias mechanism coefficient is set to 0.60-0.98, and the engine power transmission mechanism is provided by the bias mechanism coefficient.

The biasing mechanism has a coefficient of 0.60-0.95.

The biasing mechanism has a coefficient of 0.75-0.98.

The biasing mechanism has a coefficient of 0.6-0.75.

The biasing mechanism has a coefficient of 0.75-0.95.

The utility model relates to a power transmission mechanism prepared by the method for improving the effective thermal efficiency of an engine, comprising a cylinder, a piston is installed in the cylinder, the piston is connected with the crank connecting rod through a connecting member, the crank connecting rod is connected with the crank through the crank shaft, the crank is connected with the crankshaft, and the crankshaft is two Set the eccentricity, the eccentricity is the distance between the axis of the crankshaft and the axis connecting the piston rod and the crank connecting rod. The connecting end of the piston rod and the crank connecting rod is located above the center point of the crankshaft, or the eccentricity is the pin on the crankshaft axis and the circular slider. The distance between the axis of the shaft and the connecting end of the crank connecting rod, or the eccentric distance is the distance between the axis of the crankshaft and the axis of the connecting end of the piston and the crank connecting rod. The eccentricity is larger than the radius of the crank, and the angular interval of the turning stroke of the working stroke is less than 180 degrees.

The further solution is that the piston 2 is mounted in the cylinder 1, the circular slider 15 is mounted on the piston, and the first pin shaft 3 and the second pin shaft 14 are mounted on the circular slider 15, and the first pin shaft 3 and the first crank link 4 are mounted. One end is connected, the other end of the first crank link 4 is connected to one end of the first crank 7 through the first crank shaft 6, the other end of the first crank 7 is connected to the first crankshaft 8, and the first crankshaft 8 is fixed to the first synchronizing gear 5 The distance between the axis of the first crankshaft 8 and the axis of the first pin 3 and the axis of the connecting end of the first crank link 4 is an eccentricity e, the eccentricity e is greater than the radius R of the first crank 7, and the second pin 14 Connected to one end of the second crank link 13, the other end of the second crank link 13 is connected to one end of the second crank 10 through the second crank shaft 11, and the other end of the second crank 10 is connected to the second crankshaft 9, and the second crankshaft 9 is fixed. With the second synchronizing gear 12, the first synchronizing gear 5 and the second synchronizing gear 12 mesh, the first crankshaft 8 rotates clockwise, and the second crankshaft 10 rotates counterclockwise by the fixed synchronizing gear.

The quotient of the difference between the crank link length L and the crank radius R divided by the eccentricity e is 0.6-0.98.

The quotient of the difference between the crank link length L and the crank radius R divided by the eccentricity e is 0.75-0.95.

The quotient of the difference between the crank link length L and the crank radius R divided by the eccentricity e is 0.75-0.98.

The present invention first provides a method for improving the effective thermal efficiency of an engine. The method is defined in a structure in which a double crankshaft is negatively biased in an engine power transmission mechanism, and the bias mechanism coefficients are preferably: 0.60-0.98, 0.75-0.95, 0.75. -0.98 or 0.60-0.75.

The method of the present invention goes beyond the concept of setting the biasing mechanism coefficient to less than or equal to 0.1 in the negative biasing mechanism by those skilled in the art. Those skilled in the art have long believed that the offset coefficient in the negative bias structure of various engine power transmission mechanisms cannot be greater than 0.1. This concept is based on the fact that the work stroke is larger in the crank angle of rotation, and the more work is performed, however, the present invention When the crankshaft rotates in the negative bias direction, the force arm coefficient of the engine work is greatly improved, and the bias mechanism coefficient of the negative bias mechanism is less than or equal to 0.1. Therefore, the bias mechanism coefficient of the present invention is set to 0.60. -0.98, 0.75-0.95, 0.75-0.98 or 0.60-0.75, these biasing mechanism factors can greatly improve the effective thermal efficiency of the engine.

The force-arm coefficient of the negative-biased double crankshaft linkage mechanism provided by the invention is ζ _{r, F} ;

In the formula I: L is the length of the crank link, R is the radius of the crank, and e is the eccentricity.

α is the crank angle of rotation.

It can be known from the formula I that the force arm coefficient depends on the crankshaft and the negative bias and the direction of the crank link force, and is positively related to the eccentricity e, and is related to the crank link length L and the crank radius R. Therefore, the setting is The variation of the eccentricity e, the crank link length L and the crank radius R of the negative bias arrangement of the crankshaft can determine the geometric characteristics of the double crankshaft linkage mechanism. Therefore, the bias mechanism coefficient is expressed by σ _{pz .}

That is, the bias mechanism coefficient is the quotient of the difference between the crank link length and the crank radius R divided by the eccentricity e. Therefore, when the bias mechanism coefficient is set to 0.60-0.98, 0.75-0.95, 0.75-0.98 or 0.60-0.75, increasing the negative bias arm coefficient of the crankshaft can increase the transmission power of the engine power transmission mechanism, that is, improve Engine efficient thermal efficiency.

The power transmission mechanism provided by the method of the invention for improving the effective thermal efficiency of the engine is characterized in that the power is increased greatly, the oil is saved, the exhaust pollutants are low, the power is high, the torque is large, the work stroke is accelerated, and the combustion and compression are facilitated. The ratio is increased, the heat loss is reduced, the parts are small, the production cost is low, the length of the connecting rod is reduced, and the overall mechanism is compact; when the crankshaft is negatively biased, the crankshaft splashing lubricating oil is always facing the piston, and the piston cylinder body is well lubricated. The oil has strong heat dissipation to the piston, and the engine has a large working strength and a long service life.

DRAWINGS

1 is a schematic diagram of a power transmission mechanism of a negatively biased double crankshaft link according to the present invention; FIG. 2 is a graph of a crankshaft link arm force coefficient when a biasing mechanism coefficient is 0.75; FIG. 3 is a biasing mechanism coefficient. The curve of the crankshaft link arm force coefficient at 0.95; Figure 4 shows the respective shaft work values of the crankshaft link negative bias pullback, negative offset, positive offset and unbiased working mode when the biasing mechanism coefficient is 0.91. Figure 5 is a PV diagram of the positive bias and negative bias pullback power transmission mechanism engine with a biasing mechanism coefficient of 0.91; Figure 6 is a power experimental biasing mechanism coefficient. A graph of the crankshaft link arm force coefficient of 0.60.

detailed description

The invention will be further described with reference to the accompanying drawings.

The method for improving the effective thermal efficiency of the engine according to the present invention sets the eccentricity of the engine power transmission mechanism, and the eccentricity is the distance between the crankshaft axis and the axis connecting the piston rod and the crank connecting rod, and the connecting rod of the piston rod and the crank connecting rod Located above the center point of the crankshaft, or the eccentricity is the distance between the axis of the crankshaft and the axis of the pin on the circular slider and the connecting end of the crank connecting rod, or the eccentricity is the distance between the axis of the crankshaft and the axis of the connecting end of the piston and the crank connecting rod;

Setting the eccentricity e to be greater than the crank radius R;

Arranging the two crankshafts in a negative bias manner;

Setting the difference between the crank link length L and the crank radius R by the eccentricity e is the bias mechanism coefficient;

The bias mechanism coefficient is set to 0.60-0.98, and the engine power transmission mechanism is provided by the bias mechanism coefficient.

The connection between the piston and the crank connecting rod in the double crankshaft negative offset arrangement of the present invention can be realized in various ways: 1 piston is connected with the piston rod, the piston rod is respectively connected with two crank connecting rods, and the piston rod is connected with two cranks The connecting end of the rod is located above the center point of the crankshaft, and the eccentric distance is the distance between the axis of the crankshaft and the axis connecting the piston rod and the crank connecting rod; 2 the circular slider is mounted on the piston, and two pins are mounted on the circular slider, and each pin shaft is respectively Connected to the respective crank connecting rods, at this time, the eccentric distance is the distance between the crankshaft axis and the axis of the pin shaft of the circular slider and the connecting end of the crank connecting rod; 3 pistons are directly connected to the two crank connecting rods respectively, at this time, the eccentricity The distance is the distance between the axis of the crankshaft and the axis of the connection between the piston and the crank link.

The biasing mechanism has a coefficient of 0.60-0.95.

The biasing mechanism has a coefficient of 0.75-0.98.

The biasing mechanism has a coefficient of 0.6-0.75.

The biasing mechanism has a coefficient of 0.75-0.95.

The method of the present invention overcomes the long-standing prejudice of those skilled in the art. The research of the invention believes that increasing the maximum value of the force arm coefficient and making it close to the crank angle generated by the maximum combustion pressure in the dual crankshaft link power transmission mechanism can improve the transmission efficiency of the engine power transmission mechanism, that is, improve the effective thermal efficiency of the engine.

Table 1: Offset mechanism coefficient σ _pz and crankshaft different offset mode Force arm coefficient maximum value ζ _r,max corresponds to crankshaft rotation angle value θ _max change table (λ=1/3.5, λ indicates link ratio)

It can be seen from the above table data that when the bias mechanism coefficient is changed from small to large: 1 the crankshaft positive biasing force arm coefficient does not change much, and the corresponding crank angle gradually moves away from the top dead center; 2 the crankshaft negative biasing force arm coefficient increases greatly. However, when the crank angle is gradually away from the top dead center, the biasing mechanism coefficient increases from 0.4, the force arm coefficient increases gently, and the biasing mechanism coefficient increases rapidly from 0.6 to upward. The force arm coefficient increases rapidly. 3 The biasing mechanism coefficient is 0.4. The maximum value of the coefficient corresponds to the crank angle of 94.06 degrees, which is too far from the top dead center of the cylinder pressure. When the biasing mechanism coefficient is 0.60, the maximum value of the arm coefficient corresponds to the crank angle of 86.20 degrees, and then the biasing mechanism coefficient increases the maximum value of the arm coefficient. The large corresponding crank angle change is also very ideal. The crankshaft negative bias is therefore arranged in a preferred arrangement.

The preferred biasing mechanism factor of the present invention is from 0.6 to 0.98, further preferably from 0.75 to 0.98, from 0.75 to 0.95 or from 0.6 to 0.75. When the bias mechanism coefficient is 0.6-0.75, the effect is better than 0.4-0.59.

The relationship between the biasing mechanism coefficient and the power of the engine power transmission mechanism of the present invention varies greatly.

Table 2 shows the power output data of the two bias modes of the dual crankshaft engine.

Unit: W

Table 2 σ _pz - biasing mechanism coefficient, e-eccentricity, L-crank connecting rod length, R-crank radius, S-piston stroke.

As can be seen from Table 2, when the bias mechanism coefficient is 0.6-0.95, the power of the engine power output mechanism with negative crankshaft bias is significantly higher than that of the prior art crankshaft positive bias power output mechanism.

Table 2 shows the link length L = 9.4 cm, the crank radius R = 2.07 cm, the eccentricity e = 4.42 cm, the bias mechanism coefficient σ _pz = 0.6, and the link force arm coefficient curve is shown in Fig. 6. The experimentally measured cylinder head temperature negative bias working state is lower than that of the positive bias working state, which proves that the heat loss is small when the negative bias working state is performed, so that the thermal efficiency is improved.

The negative bias of the crankshaft according to the present invention means that the angular interval of the power stroke of the engine power output mechanism is less than 180 degrees, as shown in FIG. When the angle range in which the power stroke is turned over is greater than 180 degrees, it is called the positive bias of the crankshaft.

In Table 2, the piston stroke S increases as the biasing mechanism coefficient increases, so that the engine displacement increases, and the obtained power value cannot be longitudinally analyzed and compared, and the influence of the piston stroke increase on the power value must be eliminated proportionally. When the bias mechanism coefficient is 0.60, the piston stroke is 4.74 cm and the traditional positive bias power value 901W is used as the reference. Firstly, the respective piston stroke increase ratios of other bias mechanism coefficient values are obtained, and then the stroke increase ratio and the reference power value (901w) are used. The product of the product, in addition to the respective positive bias and negative bias power values, yields a power correction ratio, that is, an output efficiency that is positively biased relative to the reference.

Table 3: Power test correction ratio table of Table 2

σ pz	S (cm)	Increase in stroke ratio	Positive bias	Negative bias
0.60	4.74	1.000	1.000	1.061
0.75	5.22	1.101	0.996	1.076
0.85	5.74	1.211	0.990	1.093
0.90	6.19	1.306	0.986	1.103
0.95	6.91	1.458	0.982	1.127

The data in Table 3 shows that the conventional positive bias column indicates that the bias mechanism coefficient of the power transfer mechanism is inversely related to the output efficiency. In the negative bias column, it is known that the bias mechanism coefficient of the power transmission mechanism is positively correlated with the output efficiency, and the output efficiency monotonously increases. When the biasing mechanism coefficient is 0.85, the output efficiency reaches a high point, and the biasing mechanism coefficient continues to increase to 0.95, and the output efficiency remains at a high level.

The engine effective thermal efficiency transmission mechanism defined by the method of the present invention is a double crankshaft linkage mechanism. As shown in FIG. 1, the steering of the first crankshaft 8 is clockwise, the steering of the second crankshaft 9 is counterclockwise, and the crankshaft axis and the piston are on the piston. An eccentricity is set between the center of the second pin shaft and the axis of the connecting end of the crank connecting rod, and the eccentricity e is larger than the crank radius R. The two crankshafts are negatively offset. The housing, the cylinder, and the connection relationship with other components of the engine power transmission mechanism are the same as those in the prior art. When the crankshaft linkage moves, the eccentricity is the distance between the crankshaft axis and the center of the pin on the circular slider and the moving center line of the crank connecting rod connecting shaft. The eccentricity can also be the crankshaft axis and the piston and crank connecting rod connecting shaft motion center. The distance between the lines, the eccentricity may also be the distance between the crankshaft axis and the center line of the movement of the piston rod and the crank connecting rod axis, and the connecting end of the piston rod and the crank connecting rod is located above the center point of the crankshaft.

The position of each component described in the present invention is the illustrated position.

The engine power transmission mechanism to which the method of the present invention is applied is as shown in the embodiment of Fig. 1, but the invention is not limited to the embodiment. Since the connection of the housing, the cylinder, and the like in the transmission mechanism to the structure shown in the drawings is a well-known technique, FIG. 1 is a schematic diagram of the double crankshaft linkage mechanism.

Embodiments such as shown in FIG. 1 are linkage mechanisms for increasing the dual crankshaft negative bias arrangement of the engine's effective thermal efficiency power transfer mechanism. In the negative biasing configuration shown in FIG. 1, the piston and crank link are connected through a circular slider and This is one of the preferred ways of achieving the pin on it. The structure connecting the piston and the crank connecting rod may also be: the piston is respectively connected with one end of the two crank connecting rods, or the piston rod is connected to the piston rod, and the other end of the piston rod is respectively connected with the two crank connecting rods, the piston rod and the two The crank connecting rod connection is located above the center point of the two crankshafts.

1 is a cylinder, a piston 2 is mounted in the cylinder 1, a circular slider 15 is mounted on the piston, and a first pin 3 and a second pin 14 are mounted on the circular slider 15, the first pin 3 and the first crank link 4 One end of the first crank link 4 is connected to one end of the first crank shaft 7 through the first crank shaft 6, and the other end of the first crank shaft 7 is connected to the first crankshaft 8, and the first crankshaft 8 is fixed to the first synchronizing gear. 5, the distance between the axis of the first crankshaft 8 and the axis of the first pin shaft 3 and the axis of the connecting end of the first crank link 4 is an eccentricity e, the eccentricity e is larger than the radius R of the first crank 7, the second pin shaft 14 is connected to one end of the second crank link 13 , the other end of the second crank link 13 is connected to one end of the second crank 10 through the second crank shaft 11 , and the other end of the second crank 10 is connected to the second crankshaft 9 , and the second crankshaft 9 is connected The second synchronizing gear 12 is fixed, the first synchronizing gear 5 and the second synchronizing gear 12 are meshed, the first crankshaft 8 is rotated clockwise, and the second crankshaft 10 is rotated counterclockwise by the fixed synchronizing gear. The crankshaft link mechanism of the second crankshaft 9 moves symmetrically with the crankshaft link mechanism of the first crankshaft 8 with the center line of the piston 2 moving. The angle range in which the work stroke is turned is less than 180 degrees. The first crank 7 perpendicular position f is a starting point of 0 degrees, the angle between the first crank 7 and the starting point is a, and the angle between the first crank link 4 and the first pin axis on the piston is β. .

The power transmission mechanism prepared by the method for improving the effective thermal efficiency of the engine comprises a cylinder, a piston is installed in the cylinder, the piston is connected with the crank connecting rod through a connecting member, and the crank connecting rod is connected with the crank through the crank shaft, the crank and the crankshaft Connection, the crankshaft is two, the eccentricity is set, the eccentricity is the distance between the crankshaft axis and the axis connecting the piston rod and the crank connecting rod, the connecting end of the piston rod and the crank connecting rod is located above the center point of the crankshaft, or the eccentricity is the crankshaft axis The distance from the axis of the pin and the connecting end of the crank connecting rod on the circular slider, or the eccentric distance is the distance between the axis of the crankshaft and the axis connecting the piston and the crank connecting rod. The eccentricity is larger than the radius of the crank, and the angular interval of the crank of the working stroke is turned. Less than 180 degrees. When the crankshaft linkage moves, the eccentricity is the distance between the crankshaft axis and the center of the pin on the circular slider and the moving center line of the crank connecting rod connecting shaft. The eccentricity can also be the crankshaft axis and the piston and crank connecting rod connecting shaft motion center. The distance between the lines, the eccentricity may also be the distance between the crankshaft axis and the center line of the movement of the piston rod and the crank connecting rod axis, and the connecting end of the piston rod and the crank connecting rod is located above the center point of the crankshaft.

According to a further preferred embodiment of the present invention, the piston 2 is mounted in the cylinder 1, the circular slider 15 is mounted on the piston, and the first pin shaft 3 and the second pin shaft 14 are mounted on the circular slider 15, the first pin shaft 3 and the first crank connecting rod 4 is connected at one end, the other end of the first crank link 4 is connected to one end of the first crank 7 through the first crank shaft 6, the other end of the first crank 7 is connected to the first crankshaft 8, and the first crankshaft 8 is fixed to the first synchronization. The gear 5 has an eccentricity e larger than the radius R of the first crank 7, the second pin 14 is connected to one end of the second crank link 13, and the other end of the second crank link 13 passes through the second crank shaft 11 and the second crank 10 end. Connected, the other end of the second crank 10 is connected to the second crankshaft 9, the second crankshaft 9 is fixed to the second synchronizing gear 12, the first synchronizing gear 5 and the second synchronizing gear 12 are meshed, the first crankshaft 8 is rotated clockwise, and the second The crankshaft 10 is rotated counterclockwise by a fixed synchronous gear. The crankshaft link mechanism of the second crankshaft 9 moves symmetrically with the crankshaft link mechanism of the first crankshaft 8 with the center line of the piston 2 moving.

The distance between the axis of the first crankshaft 8 and the center of the first pin shaft 3 and the connecting end axis of the first crank link 4 is an eccentricity e as shown in FIG.

The difference between the crank link length L and the crank radius R, except for the eccentricity e, is 0.75-0.95.

The quotient of the difference between the crank link length L and the crank radius R divided by the eccentricity e is 0.6-0.98.

The quotient of the difference between the crank link length L and the crank radius R divided by the eccentricity e is 0.75-0.98.

The quotient of the difference between the crank link length L and the crank radius R divided by the eccentricity e is 0.6-0.75.

The effects in the above scheme are illustrated by Tables 1, 2 and 3 of the present invention, and further illustrated by the curves shown in Figures 2-6. The bias mechanism coefficient σ _pz shown in the table and in the figure is the quotient of the difference between the crank link length L and the crank radius R divided by the eccentricity e.

The structural shape and positional relationship of the casing, the cylinder, the piston, the connecting rod, the crank and the crankshaft of the engine power transmission mechanism according to the present invention are the same as those of the prior art.

The quotient of the difference between the crank link length L and the crank radius R set by the present invention in the preparation of the engine power transmission mechanism, in addition to the eccentricity e, is the biasing mechanism coefficient, and the precondition of setting the biasing mechanism coefficient is that the eccentricity is larger than the crank radius. The biasing mechanism coefficient is 0.6-0.98, preferably 0.60-0.95, 0.75-0.98, 0.75-0.95 or 0.6-0.75, and the bias mechanism coefficient can increase the power of the engine double-crankshaft connecting rod power output mechanism, and the biasing mechanism of the present invention Any value of the mechanism coefficient range can increase the power of the engine power transmission mechanism, for example, the bias mechanism coefficients are 0.6, 0.62, 0.65, 0.68, 0.70, 0.73, 0.75, 0.78, 0.80, 0.83, 0.85, 0.88, 0.90, 0.93, 0.95 or 0.98, etc., wherein when the biasing mechanism coefficient σ _{pz is} set to 0.98, e is 7.2 cm, R/L is 0.22, S is 7.55 cm, and the power of the engine power transmission mechanism of the double crankshaft negative offset arrangement is 1505. The power of the prior art positively biased engine power transfer mechanism is 1282. The experimental conditions are the same as in Table 2. The principle of the modified ratio is the same as in Table 3, in which the stroke change is 1.593 and the negative bias output power is 1.174.

In the curve shown in Fig. 2, the conventional crankshaft has no bias piston stroke of 2R, and the piston stroke Se increases after the crankshaft is biased. When the force arm coefficients are compared, the piston arm offset should be converted according to the increase ratio.

When σ _pz = 0.75, the common link ratio is used.

The force arm coefficient curve of the negatively biased double crankshaft reverse pull link mechanism (referred to as negative bias reverse pull in the figure) and the force arm coefficient curve of the negatively biased double crankshaft linkage mechanism (referred to as negative offset in the figure) and the conventional Compared with the force arm coefficient curve of the single crankshaft linkage mechanism, the maximum value of the force arm coefficient curve is 0.18 higher, and the maximum value is 78° crank angle from the top dead center. At this time, both the negative bias reverse pull and the negative bias The force arm coefficient curves almost coincide, and σ _pz = 0.75 is a critical point similar to the force arm coefficient curve of both the negative bias back tension and the negative bias.

In the graph shown in FIG. 3, the conventional crankshaft has no bias piston stroke of 2R, and the piston stroke Se increases after the crankshaft is biased. When the two arm force coefficients are compared, the piston arm bias should be converted according to the increase ratio. Convert to

When σ _pz = 0.95, the common link ratio is used.

The force arm coefficient curve of the negatively biased double crankshaft reverse pull link mechanism (abbreviated as: negative offset reverse pull in Figure 3) and the force arm coefficient curve of the negatively biased double crankshaft linkage mechanism (referred to as negative offset in Figure 3) Compared with the traditional unbiased single crankshaft linkage force arm coefficient curve (abbreviated in Figure 3: no offset), the maximum value of the force arm coefficient curve is 0.29 higher, especially the force of the negative bias reverse pull at this time. When the maximum value of the arm coefficient curve is reached, the crank angle advances forward and advances to the crank angle of 51° from the top dead center. In Figure 2 and Figure 3, the conventional crankshaft has no bias piston stroke of 2R, and the piston stroke is increased after the crankshaft is biased. Large, the two arm force coefficients should be converted according to the increase ratio.

The ratio of the shaft work value shown in Figure 4 (not included in the double crankshaft linkage mechanism to reduce the friction to improve the mechanical efficiency), due to the negative bias reverse pull, negative bias and positive bias work mode force arm coefficient maximum The value of the crank angle of the negative bias back tension and the maximum value of the negative bias arm coefficient is different, so that the axial work of the positive bias, the negative bias and the negative bias reverse pull mode is sequentially increased, and the negative σ _pz = 0.91 The offset back-pull axis work is about 1.16 times that of the unbiased mode of operation.

The PV diagram shown in Figure 5 is based on the traditional theory of internal combustion engine. The engineering thermodynamics means that the cycle work done by the piston is: W _o = ∫P _g dv, which draws the expansion of the piston and the gas pressure P _g when the engine is working. Indicating the power map (PV map), the engine negative bias working method is seen from the figure, which is significantly higher than the positive bias working method.

Claims (10)

1. A method for improving the effective thermal efficiency of an engine, characterized in that: setting an eccentricity of an engine power transmission mechanism, the eccentric distance is a distance between a crankshaft axis and a connecting rod axis of the piston rod and the crank connecting rod, and the connecting rod end of the piston rod and the crank connecting rod is located Above the center point of the crankshaft, or the eccentricity is the distance between the axis of the crankshaft and the axis of the pin on the circular slider and the connecting end of the crank connecting rod, or the eccentricity is the distance between the axis of the crankshaft and the axis of the connecting end of the piston and the crank connecting rod;

   Setting the eccentricity e to be greater than the crank radius R;

   Arranging the two crankshafts in a negative bias manner;

   Setting the difference between the crank link length L and the crank radius R by the eccentricity e is the bias mechanism coefficient;

   The bias mechanism coefficient is set to 0.60-0.98, and the engine power transmission mechanism is provided by the bias mechanism coefficient.
2. A method of improving the effective thermal efficiency of an engine according to claim 1, wherein said biasing mechanism has a coefficient of from 0.75 to 0.98.
3. A method of improving the effective thermal efficiency of an engine according to claim 1, wherein said biasing mechanism has a coefficient of from 0.60 to 0.95.
4. A method of improving the effective thermal efficiency of an engine according to claim 1, wherein said biasing mechanism has a coefficient of from 0.6 to 0.75.
5. A method of improving the effective thermal efficiency of an engine according to claim 1, wherein said biasing mechanism has a coefficient of from 0.75 to 0.95.
6. A power transmission mechanism prepared by a method for improving the effective thermal efficiency of an engine according to any one of claims 1-5, comprising: a cylinder, a piston is mounted in the cylinder, the piston is connected to the crank connecting rod through a connecting member, and the crank connecting rod is passed through the crank The shaft is connected to the crank, the crank is connected to the crankshaft, and the crankshaft is two. The eccentricity is set. The eccentric distance is the distance between the crankshaft axis and the axis connecting the piston rod and the crank connecting rod. The connecting end of the piston rod and the crank connecting rod is located at the center of the crankshaft. The upper, or eccentricity is the distance between the axis of the crankshaft and the axis of the pin on the circular slider and the connecting end of the crank connecting rod, or the eccentricity is the distance between the axis of the crankshaft and the axis of the connecting end of the piston and the crank connecting rod, and the eccentricity is greater than the radius of the crank. The angle range in which the work stroke is turned is less than 180 degrees.
7. The power transmission mechanism prepared by the method for improving the effective thermal efficiency of the engine according to claim 6, wherein the piston 1 is mounted in the cylinder 1, the circular slider 15 is mounted on the piston, and the first pin 3 is mounted on the circular slider 15 and a second pin shaft 14, the first pin shaft 3 is connected to one end of the first crank link 4, and the other end of the first crank link 4 is connected to one end of the first crank shaft 7 through the first crank shaft 6, the first crank 7 is further One end is connected to the first crankshaft 8, and the first crankshaft 8 is fixed to the first synchronizing gear 5. The distance between the axis of the first crankshaft 8 and the center of the first pin shaft 3 and the connecting end axis of the first crank connecting rod 4 is an eccentricity. e, the eccentricity e is larger than the radius R of the first crank 7, the second pin 14 is connected to one end of the second crank link 13, and the other end of the second crank link 13 is connected to the second crank 10 through the second crank shaft 11 The other end of the second crank 10 is connected to the second crankshaft 9, the second crankshaft 9 is fixed to the second synchronizing gear 12, the first synchronizing gear 5 and the second synchronizing gear 12 are meshed, and the first crankshaft 8 is rotated clockwise, the second crankshaft 10 Rotate counterclockwise through the fixed synchronous gear.
8. A power transmission mechanism prepared by a method for improving the effective thermal efficiency of an engine according to claim 6 or 7, wherein the difference between the crank link length L and the crank radius R is 0.6 to 0.98 in addition to the eccentricity e.
9. A power transmission mechanism prepared by a method for improving the effective thermal efficiency of an engine according to claim 6 or 7, wherein the difference between the crank link length L and the crank radius R is from 0.75 to 0.95 in addition to the eccentricity e.
10. A power transmission mechanism prepared by a method for improving the effective thermal efficiency of an engine according to claim 6 or 7, wherein the difference between the crank link length L and the crank radius R is from 0.75 to 0.98 in addition to the eccentricity e.

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