WO2019192289A1 - Method for improving effective thermal efficiency of engine and power transmission mechanism prepared by means of same - Google Patents

Abstract

Disclosed are a method for improving the effective thermal efficiency of an engine and a power transmission mechanism prepared by means of the method. The power transmission mechanism comprises a housing, wherein a cylinder (10) is mounted inside the housing, a piston (11) is mounted inside the cylinder (10), one end of a piston rod (12) is connected to the piston (11), and the other end of the piston rod (12) is connected to two crank connection rod mechanisms (17, 18) respectively; the two crank connection rod mechanisms (17, 18) are of the same structure and are symmetrically arranged on two sides of the cylinder (10), and the eccentricity e between an axis of a crankshaft and an axis of the end, which is connected to a crank connection rod, of the piston rod (12) is larger than the radius R of a crank; and two center lines of the crankshaft are respectively perpendicular to the center line of the cylinder (10), and two connection ends, which are connected the two crank connection rod mechanisms (17, 18), of the piston rod (12) are located below the crankshaft. The power is significantly increased, such that the fuel consumption is reduced, and the amount of exhaust pollutants is low. The number of parts is reduced, such the production cost is low. The length of the connection rods can be reduced, such that the overall mechanism is compact. When the crankshaft rotates in a negative offset manner, lubrication oil splashed by the crankshaft is always directed to the piston, so that the lubrication of the piston and a cylinder body is good, dissipation of the heat of the piston by engine oil is high, the work intensity of the engine is good, the service life is prolonged, etc.

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 an engine, the crankshaft axis in the engine power transmission mechanism and the piston rod and crank connecting rod connecting end axis or the crankshaft axis and the pin center on the piston An eccentricity is set between the axis of the connecting end of the crank connecting rod;

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

Arranging the two crankshafts in a negative bias or negative bias reverse pull 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 0.75-0.98.

The biasing mechanism has a coefficient of 0.60-0.95.

The biasing mechanism has a coefficient of 0.6-0.75.

The biasing mechanism has a coefficient of 0.75-0.95.

A power transmission mechanism prepared by the method for improving the effective thermal efficiency of the engine comprises a casing, a cylinder is installed in the casing, a piston is installed in the cylinder, one end of the piston rod is connected with the piston, and the other end of the piston rod is respectively connected with two crank linkage mechanisms, two The crank-link mechanism has the same structure and is symmetrically arranged on both sides of the cylinder. The eccentric distance e between the crankshaft axis and the axis connecting the piston rod and the crank connecting rod is greater than the crank radius R. The center lines of the two crankshafts are respectively perpendicular to the cylinder center line, and the piston rod The two connecting ends connecting the two crank linkages are located below the crankshaft.

The two crankshafts are a first crankshaft and a second crankshaft, the first crankshaft rotates clockwise, and the second crankshaft rotates counterclockwise.

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 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 notion that the bias mechanism coefficient is 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} ;

The negative bias reverse pull double crankshaft linkage mechanism provided by the invention has a force arm coefficient of ζ _{r, FL} ;

In type I and II: 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 Type I and Type II 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 related to the crank link length L and the crank radius R. Therefore, setting 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 represented 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 schematic diagram of a power transmission mechanism of a negative bias reversed double crankshaft link of the present invention; and FIG. 3 is a horizontally opposed embodiment of the present invention. FIG. 4 is a graph showing the crankshaft link force arm coefficient when the bias mechanism coefficient is 0.75; FIG. 5 is the crankshaft link when the bias mechanism coefficient is 0.95. The force arm coefficient curve; Figure 6 is the crankshaft link negative bias pullback, negative bias, positive bias and unbiased working mode when the biasing mechanism coefficient is 0.91. Figure 7 is a PV diagram of a positively biased and negatively biased reversed power transmission mechanism engine with a biasing mechanism coefficient of 0.91; Figure 8 is a two-stroke negatively biased reversed double crankshaft connecting rod engine power. Schematic diagram of the output mechanism; FIG. 9 is a graph of the force index of the crankshaft connecting rod with a power experimental bias mechanism coefficient of 0.60.

detailed description

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

A method for improving the effective thermal efficiency of an engine according to the present invention, the crankshaft axis in the engine power transmission mechanism and the piston rod and crank connecting rod connecting end axis or the crankshaft axis and the pin shaft center and the crank connecting rod connecting end axis on the piston Setting the eccentricity;

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

Arranging the two crankshafts in a negative bias or negative bias reverse pull 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 eccentricity described in the above method is applicable to a dual crankshaft negative bias arrangement and a dual crankshaft negative bias back tension arrangement.

When the double crankshaft negative offset arrangement is adopted, the connection between the piston and the crank connecting rod 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, the piston rod and the two crank connecting rods are respectively connected The connecting end is located above the center point of the crankshaft; 2 is mounted with a circular slider on the piston, and two pin shafts are mounted on the circular sliding block, and each pin shaft is respectively connected with a respective crank connecting rod. At this time, the eccentricity is the crankshaft axis and the circular sliding block. The distance between the axis of the upper pin 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 eccentric distance is the distance between the axis of the crankshaft and the axis connecting the piston and the crank connecting rod.

The biasing mechanism has a coefficient of 0.75-0.98.

The biasing mechanism has a coefficient of 0.60-0.95.

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 arm arm coefficient increases rapidly. 3 The crankshaft negative bias reverse pulling arm The coefficient increase is large corresponding to the crank angle gradually approaching the top dead center. The bias mechanism coefficient 0.4 force arm coefficient maximum corresponds to the crank angle 94.06 degrees, and the maximum dead center of the cylinder pressure deviates too far. When the bias mechanism coefficient is 0.60 the arm coefficient The maximum value corresponds to the crank angle of 86.20 degrees. After that, the bias mechanism coefficient increases and the maximum force arm coefficient increases, which is also ideal for the crank angle change. Therefore, the crankshaft negative bias back-pull arrangement and the crankshaft negative bias arrangement are preferred arrangements.

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 three offset 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.

It can be seen from Table 2 that when the bias mechanism coefficient is 0.6-0.95, the power of the engine power output mechanism of the crankshaft negative bias and the negative bias reverse pull arrangement 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. 9. 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.

The negative bias reverse pull of the crankshaft of the present invention means that the power stroke of the engine power output mechanism is less than 180 degrees, and the connecting rod is subjected to the tensile force during the work stroke, that is, the connecting end of the piston rod and the connecting rod is located. The two crankshaft centerline pistons are mounted on the opposite side of the direction of the piston. As shown in Figure 2, the connecting end of the piston rod connecting the two crank linkages is located below the center point of the two crankshafts.

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 conventional positive bias, negative bias, and negative bias pullback 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	Negative bias pullback
0.60	4.74	1.000	1.000	1.061	1.099
0.75	5.22	1.101	0.996	1.076	1.114
0.85	5.74	1.211	0.990	1.093	1.123
0.90	6.19	1.306	0.986	1.103	1.122
0.95	6.91	1.458	0.982	1.127	1.118

The data in Table 3 shows that the traditional positive bias column indicates that the bias mechanism coefficient of the power transfer mechanism is inversely related to the output efficiency. The negative bias column indicates that the bias mechanism coefficient of the power transmission mechanism is positively correlated with the output efficiency, and the output efficiency monotonously increases. The negative bias reverse pull column shows that the power transmission mechanism has an output efficiency increase of 10% when the bias mechanism coefficient is 0.6, the output efficiency reaches a high point when the bias mechanism coefficient is 0.85, and the output efficiency of the bias mechanism coefficient continues to increase to 0.95. Maintain a slight decline in the high position.

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 and FIG. 2, the steering of the first crankshaft 6 and the third crankshaft 14 is clockwise, and the second crankshaft 7 and the fourth The steering of the crankshaft 22 is counterclockwise, and an eccentricity is set between the crankshaft axis and the piston rod and crank connecting rod connecting end axis or the crankshaft axis and the pin shaft center on the piston and the crank connecting rod connecting end axis, and the eccentricity e is larger than the crank radius R. The two crankshafts are either negatively biased or in a negatively biased reversed arrangement. 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 Figs. 1, 2, and 3, but the present invention is not limited to these embodiments. 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, FIGS. 1, 2, and 3 show a schematic diagram of the double crankshaft linkage mechanism.

Figure 1 shows the linkage mechanism for a dual crankshaft negative offset arrangement that increases the engine's effective thermal efficiency power transfer mechanism. In the negative biasing structure shown in Fig. 1, the connection of the piston to the crank link is achieved by the circular slider and the pin on it, which is one of the preferred modes. 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 first cylinder, 2 is a first piston, a circular slider 20 is mounted on the first piston, and a first pin 26 and a second pin 27 are mounted on the circular slider 20, the first pin 26 and the first crank One end of the connecting rod 4 is connected, the other end of the first crank connecting rod 4 is connected to one end of the first crank 5 through the first crank shaft 9, and the other end of the first crank 5 is connected with the first crankshaft 6, and the first crankshaft 6 is fixedly connected. a synchronizing gear 8, the distance between the axis of the first crankshaft 6 and the axis of the first pin 26 and the axis of the connecting end of the first crank link 4 is a first eccentricity e ₁ , and the first eccentricity e _{1 is} greater than the first crank a radius R of 5, the second pin 27 is connected to one end of the second crank link 28, the other end of the second crank link 28 is connected to one end of the second crank 29 via the second crankshaft 30, and the other end and the second end of the second crank 29 are The crankshaft 7 is connected, the second crankshaft 7 is fixed to the second synchronizing gear 25, the first synchronizing gear 8 and the second synchronizing gear 25 are meshed, the first crankshaft 6 is rotated clockwise, and the second crankshaft 7 is rotated counterclockwise by the fixed synchronizing gear. . The crankshaft link mechanism of the second crankshaft 7 moves symmetrically with the crankshaft link mechanism of the first crankshaft 6 with the center line of the movement of the first piston 2 as a plane. The angle range in which the work stroke is turned is less than 180 degrees. The first crank 5 perpendicular position f is a starting point of 0 degrees, the angle between the first crank 5 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. .

Figure 2 shows the crankshaft linkage for a dual crankshaft negative offset back-pull arrangement that increases the engine's effective thermal efficiency power transfer mechanism. 10 is a second cylinder, a second piston 11 is mounted in the second cylinder 10, the second piston 11 is connected to one end of the piston rod 12, and the other end of the piston rod 12 is respectively connected to the third crank link 17 and the fourth crank link. One end 18 is connected, the other end of the third crank link 17 is connected to one end of the third crank 15 through the third crank shaft 16, the other end of the third crank 15 is connected to the third crankshaft 14, and the other end of the fourth crank link 18 is passed through the fourth. The crankshaft 21 is connected to one end of the fourth crank 19, the other end of the fourth crank 19 is connected to the fourth crankshaft 22, the third crankshaft 14 is synchronously fixed to the third gear 13, and the fourth crankshaft 22 is synchronously fixed to the fourth gear 23, and the third The crankshaft 14 rotates clockwise, the fourth crankshaft 22 rotates counterclockwise, and the third gear 13 and the fourth gear 23 mesh. The vertical position f of the third crank 15 is 0 degree of the starting point, the angle between the third crank 15 and the starting point is a, and the angle between the third link 17 and the moving line of the piston is β. The distance between the axis of the third crankshaft 14 and the axis of the connecting end of the third link 17 and the piston rod 12 is a second eccentric distance e ₂ , and the second eccentric distance e ₂ is greater than the radius of the third crank 15 . The crankshaft link mechanism of the fourth crankshaft 22 moves symmetrically with the crankshaft link mechanism of the third crankshaft 14 with the piston motion center line as a plane.

3 is a horizontally opposed arrangement of the two negatively-biased pull-back structures shown in FIG. 2, in order to reduce the volume, the directly coupled synchronous third gear 13 and the fourth gear 23 are changed into two medium-gear meshes. After the gear is decelerated, it meshes with the sun gear 24 and outputs power through the center output shaft 31. In the structure shown in Fig. 3, the link length L is 4.7 cm, the crank radius R is 1.3 cm, the eccentricity e is 3.1 cm, and the bias mechanism coefficient σ _pz = 0.91. The experimental output power is unbiased output power. 1.23 times (in the case of equivalent fuel consumption, equivalent displacement).

The power transmission mechanism prepared by the method for improving the effective thermal efficiency of the engine comprises a casing, a cylinder is installed in the casing, a piston is installed in the cylinder, one end of the piston rod is connected with the piston, and the other end of the piston rod is connected with two crank joints respectively. The rod mechanism, the two crank linkage mechanisms have the same structure and are symmetrically arranged on both sides of the cylinder, and the eccentric distance e between the crankshaft axis and the axis connecting the piston rod and the crank connecting rod is greater than the crank radius R, and the two crankshaft center lines are respectively corresponding to the cylinder center The line is vertical and the two connecting ends of the piston rod connecting the two crank linkages are located below the crankshaft.

The two crankshafts are a first crankshaft 6 and a second crankshaft 7, the first crankshaft 6 rotates clockwise, and the second crankshaft 7 rotates counterclockwise.

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 schemes are illustrated by Tables 1, 2 and 3 of the present invention, and further illustrated by the curves shown in Figures 4-7. 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, where 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 engine power transfer mechanism of the dual crankshaft negative bias reverse pull arrangement is 1430, and the power of the prior art positive 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, the negative bias output power is 1.174, and the negative bias reverse pull output power is 1.115.

The implementation of the engine power transmission mechanism of the present invention is as follows:

Embodiment 1: It has a first cylinder 1, a first piston 2 is mounted in the first cylinder 1, a circular slider 20 is mounted on the first piston, and a first pin 26 and a second pin 27 are mounted on the circular slider 20, first The pin 26 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 5 via the first crank shaft 9, and the other end of the first crank 5 is connected to the first crankshaft 6. The first crankshaft 6 is fixed to the first synchronizing gear 8, and the distance between the axis of the first crankshaft 6 and the axis of the connecting end of the first pin 26 and the first crank connecting rod 4 is a first eccentricity e ₁ ; the second pin 27 Connected to one end of the second crank link 28, the other end of the second crank link 28 is connected to one end of the second crank 29 via the second crankshaft 30, the other end of the second crank 29 is connected to the second crankshaft 7, and the second crankshaft 7 is fixed. The second synchronizing gear 25, the first gear 8 and the second gear 25 mesh, the first eccentricity e ₁ is larger than the radius R of the first crank 5, the first crankshaft 6 rotates clockwise, and the second crankshaft 7 passes through the fixed The synchronizing gear rotates counterclockwise. The crankshaft link mechanism of the second crankshaft 7 moves symmetrically with the crankshaft link mechanism of the first crankshaft 6 with the center line of the movement of the first piston 2 as a plane. The angle range in which the work stroke is turned is less than 180 degrees. The first crank 5 perpendicular position f is a starting point of 0 degrees, the angle between the first crank 5 and the starting point is a, and the angle between the first crank link 4 and the piston moving straight line is β.

Embodiment 2: It has a second cylinder 10, a second piston 11 is mounted in the second cylinder 10, a second piston 11 is connected to one end of the piston rod 12, and the other end of the piston rod 12 is respectively connected to the third crank connecting rod 17 and the fourth end. One end of the crank link 18 is connected, the other end of the third crank link 17 is connected to one end of the third crank 15 via the third crank shaft 16, the other end of the third crank 15 is connected to the third crankshaft 14, and the other end of the fourth crank link 18 The fourth crankshaft 21 is connected to one end of the fourth crank 19, the other end of the fourth crank 19 is connected to the fourth crankshaft 22, the third crankshaft 14 is synchronously fixed to the third gear 13, and the fourth crankshaft 22 is synchronously fixed to the fourth gear 23. The third crankshaft 14 rotates clockwise, the fourth crankshaft 22 rotates counterclockwise, and the third gear 13 and the fourth gear 23 mesh. The vertical position f of the third crank 15 is 0 degree of the starting point, the angle between the third crank 15 and the starting point is a, and the angle between the third link 17 and the moving line of the piston is β. The distance between the axis of the third crankshaft 14 and the axis of the connecting end of the third link 17 and the piston rod 12 is a second eccentric distance e ₂ , and the second eccentric distance e ₂ is greater than the radius of the third crank 15 . The crankshaft link mechanism of the fourth crankshaft 22 moves symmetrically with the crankshaft link mechanism of the third crankshaft 14 with the piston motion center line as a plane.

Embodiment 3, as shown in FIG. 3, is a horizontally opposed scheme of the negative biased pull-back structure according to the two embodiments, and the synchronously coupled third gear 13 and the fourth are directly coupled for reducing the volume. The gear 23 is changed into two mesh gears, and the gear is decelerated and meshed with the sun gear 24, and the power is output through the center output shaft 31.

Embodiment 4: As shown in FIG. 8 , the piston and the scavenging piston are slidably mounted in the cylinder block, the upper part of the cylinder block is provided with an exhaust port and a scavenging port, and the lower part is opened with a scavenging passage in the middle of the intake port, and the air inlet is provided. An intake check valve is installed in the mouth, and a crankshaft 1 and a crankshaft 2 are respectively engaged by a pair of synchronous gears at the lower end of the cylinder block, and the crankshaft and the crankshaft are respectively fixed to the crankshaft 1 and the crankshaft 2, and the crankshaft is mounted to rotate around the shaft. The big end of the rod and the big end of the scavenging rod, the piston is connected with the upper end of the piston rod, the piston rod passes through the center of the scavenging piston, and the ears of the lower end of the piston rod are respectively small with the connecting rod of the crankshaft and the crankshaft The pin ends are connected, and the ears of the lower end of the scavenging piston are respectively pinned to the small ends of the scavenging link installed on the crankshaft and the crankshaft 2. Since the piston, the scavenging piston and the cylinder block are slidingly sealed, the middle part of the piston rod is slidingly sealed with the scavenging piston, and the double crankshaft connecting rod is operated in a negative bias direction when the engine is working, that is, the crankshaft rotates clockwise and the crankshaft rotates counterclockwise. The connecting rod drives the piston to reciprocate, and the scavenging rod drives the scavenging piston to reciprocate. When the piston is ascending, the scavenging volume formed by the lower part of the scavenging piston and the upper portion of the scavenging piston is increased to generate a negative pressure, and the combustible gas enters through the intake check valve from the intake port, and the combustible gas in the upper cylinder block of the piston is compressed, and the piston continues to ascend to the upper end. Point, the gas in the cylinder ignites and breaks out work. When the piston descends, the scavenging volume becomes smaller. Since the intake check valve is closed at this time, the scavenging port is closed by the piston, and the combustible gas is compressed. The piston continues to descend to open the exhaust port and the scavenging port in turn, and the compressed combustible gas is scavenged by the scavenging passage, and the crankshaft rotates once to complete the two-stroke engine working cycle.

In the curve shown in Fig. 4, 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. 5, 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 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 bias reverse pull in Figure 5) and the force arm coefficient curve of the negatively biased double crankshaft linkage mechanism (referred to as negative offset in Figure 5) Compared with the traditional unbiased single crankshaft linkage force arm coefficient curve (abbreviated in Figure 5: no offset), the maximum value of the force arm coefficient curve is 0.29 higher, especially the force of the negative bias back tension 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 4 and Figure 5, the conventional crankshaft without bias piston stroke is 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 6 (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 7 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), from the figure, the engine negative bias back-pull working method is obviously higher than the positive bias working method.

Claims (10)

1. A method for improving the effective thermal efficiency of an engine, characterized by: connecting a crankshaft axis in an engine power transmission mechanism with a piston rod and a crank connecting rod connecting end axis or a crankshaft axis and a pin shaft center on the piston and a crank connecting rod connecting end axis Set the eccentricity;

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

   Arranging the two crankshafts in a negative bias or negative bias reverse pull 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. The power transmission mechanism prepared by the method for improving the effective thermal efficiency of the engine according to any one of claims 1-5, comprising: a housing, a cylinder is mounted in the housing, a piston is installed in the cylinder, and one end of the piston rod is connected with the piston, and the piston rod The other end is connected with two crank-link mechanisms respectively. The two crank-link mechanisms have the same structure and are symmetrically arranged on both sides of the cylinder. The eccentricity e between the crankshaft axis and the axis connecting the piston rod and the crank-link is greater than the crank radius R. The crankshaft centerlines are perpendicular to the cylinder centerline, and the two connecting ends of the piston rod connecting the two crank linkages are located below the crankshaft.
7. The power transmission mechanism prepared by the method for improving the effective thermal efficiency of an engine according to claim 6, wherein the two crankshafts are a first crankshaft (6) and a second crankshaft (7), and the first crankshaft (6) Turning clockwise, the second crankshaft (7) rotates counterclockwise.
8. A power transmission mechanism prepared by the method for improving the effective thermal efficiency of an engine according to claim 6, wherein the difference between the crank link length L and the crank radius R is 0.001 to 0.98 in addition to the eccentricity e.
9. The power transmission mechanism prepared by the method for improving the effective thermal efficiency of an engine according to claim 6, wherein the difference between the length L of the crank link and the radius R of the crank is from 0.75 to 0.98 in addition to the eccentricity e.
10. A power transmission mechanism prepared by the method for improving the effective thermal efficiency of an engine according to claim 6, wherein the difference between the length L of the crank link and the radius R of the crank is 0.001 to 0.75 in addition to the eccentricity e.

Images