WO2020029822A1 - 内燃机 - Google Patents

内燃机 Download PDF

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Publication number
WO2020029822A1
WO2020029822A1 PCT/CN2019/098093 CN2019098093W WO2020029822A1 WO 2020029822 A1 WO2020029822 A1 WO 2020029822A1 CN 2019098093 W CN2019098093 W CN 2019098093W WO 2020029822 A1 WO2020029822 A1 WO 2020029822A1
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WO
WIPO (PCT)
Prior art keywords
transmission
cylinder
gear
shaft
exhaust
Prior art date
Application number
PCT/CN2019/098093
Other languages
English (en)
French (fr)
Inventor
周玉德
Original Assignee
周玉德
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 周玉德 filed Critical 周玉德
Publication of WO2020029822A1 publication Critical patent/WO2020029822A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four

Definitions

  • the present invention relates to the technical field of engines, and more particularly, to an internal combustion engine.
  • An object of the present invention is to provide an internal combustion engine to reduce energy loss and improve thermal efficiency.
  • the present invention provides the following technical solutions:
  • An internal combustion engine includes:
  • a first connecting shaft and a second connecting shaft arranged side by side, the first connecting shaft connecting piston rods of the first and second cylinders, and the second connecting shaft connecting the third cylinder and the fourth cylinder Piston rod of a cylinder
  • a first transmission shaft and a second transmission shaft connected through a first transmission mechanism and having opposite rotation directions;
  • first transmission shaft and the second transmission shaft are distributed along an axial direction of the first connection shaft
  • the first connection shaft is provided with first transmission teeth distributed along its axial direction
  • the second connection shaft is provided with second transmission teeth distributed along its axial direction
  • the first transmission shaft is provided with A first profiled gear meshed with a first transmission tooth and a second profiled gear meshed with the second transmission tooth
  • the second transmission shaft is provided with a third profiled gear meshed with the first transmission tooth
  • the first profiled gear and the third profiled gear alternately mesh with the first transmission teeth, and the second profiled gear and the fourth profiled gear alternately mesh with the second transmission teeth; and when the When the first profiled gear meshes with the first transmission tooth, the fourth profiled gear meshes with the second transmission tooth.
  • the internal combustion engine further includes a swingable lever connecting the first connection shaft and the second connection shaft, and a swing support point of the lever is located on the first connection shaft and the second connection shaft In between, the first transmission shaft and the second transmission shaft are located on both sides of the lever, respectively.
  • the first connecting shaft is provided with a first oil passage
  • the second connecting shaft is provided with a second oil passage
  • the lever is provided with a third oil passage
  • both ends of the third oil passage are respectively Is in communication with the first oil passage and the second oil passage
  • the first oil passage is in communication with the oil transfer structure of the first cylinder and the second cylinder
  • the second oil passage is in communication with the first The oil transfer structure of the three cylinders and the fourth cylinder is in communication.
  • the first profiled gear, the second profiled gear, the third profiled gear, and the fourth profiled gear are all provided with a buffer structure
  • Each of the first connecting shaft and the second connecting shaft is provided with a supporting member capable of cooperating with the buffer structure to play a buffering role, and the supporting member corresponds to the buffer structure one to one;
  • the support member is located between the first transmission shaft and the second transmission shaft.
  • the support member and the first transmission teeth on the first connection shaft are distributed along a radial direction of the first connection shaft; the support member and the first connection shaft on the second connection shaft The two transmission teeth are distributed along a radial direction of the second connecting shaft.
  • the buffer structure is a groove
  • the support member is a support plate
  • first transmission shafts which are located on both sides of the first connection shaft
  • second transmission shafts which are located on both sides of the first connection shaft
  • the two first transmission shafts are connected through a second transmission mechanism to make the two first transmission shafts rotate synchronously and rotate in opposite directions;
  • the two second transmission shafts are connected through a third transmission mechanism so that the two second transmission shafts rotate synchronously and the directions of rotation are opposite.
  • the first and second profiled gears, the third and fourth profiled gears each include: two gear portions that are symmetrically disposed with respect to a rotation axis, and the gear portions are sector-shaped And the center angle corresponding to the sector is 90 °.
  • the first transmission tooth includes two first transmission tooth segments, which respectively correspond to the first special-shaped gear and the third abnormal gear
  • the second transmission tooth includes two second transmission tooth segments, which are respectively corresponding to the second special-shaped gear Corresponds to the fourth profiled gear.
  • the internal combustion engine further includes: a first putter, a second putter, a third putter, and a fourth putter;
  • one said first transmission shaft is provided with a first pushing portion and a second pushing portion
  • one said second transmission shaft is provided with a third pushing portion and a fourth pushing portion
  • the first pushing portion can cooperate with the first push rod to open and close the valve of the first cylinder; the second pushing portion cooperates with the second push rod to open and close the third cylinder The third push portion cooperates with the third push rod to open and close the valve of the second cylinder; the fourth push portion cooperates with the fourth push rod to open and close the first push rod Four-cylinder valve.
  • the working principle of the internal combustion engine provided by the present invention is:
  • the second transmission shaft Drive the second transmission shaft to rotate.
  • the first transmission shaft rotates in the reverse direction.
  • the third profiled gear meshes with the first transmission tooth
  • the second profiled gear meshes with the second The transmission teeth are meshed, so that the piston of the second cylinder moves to the bottom dead center.
  • the piston of the first cylinder moves to the top dead center, that is, the work of the second cylinder is achieved, the first cylinder compresses the air, and the third cylinder inhales.
  • the third cylinder can perform work, the fourth cylinder compresses air, the second cylinder takes in air, and the first cylinder exhausts; and the fourth cylinder performs work, the third cylinder exhausts, the second cylinder compresses air, and the first cylinder Inhale.
  • the kinetic energy of the first cylinder, the second cylinder, the third cylinder, and the fourth cylinder is directly output, which can be achieved without using a crankshaft and a flywheel, which is more effective than the internal combustion engine using a crankshaft and a flywheel. Reduced energy loss and improved thermal efficiency.
  • FIG. 1 is a schematic structural diagram of an internal combustion engine according to an embodiment of the present invention.
  • FIG. 2 is a schematic diagram of a distribution of a first transmission shaft and a second transmission shaft in an internal combustion engine according to an embodiment of the present invention
  • FIG. 3 is an assembly view of two first transmission shafts and two second transmission shafts in FIG. 2;
  • FIG. 4 is an assembly view of a first transmission shaft and a second transmission shaft in an internal combustion engine provided by an embodiment of the present invention
  • FIG. 5 is a schematic structural diagram of a first special-shaped gear on a first transmission shaft in an internal combustion engine according to an embodiment of the present invention
  • FIG. 6 is a schematic diagram of the first special-shaped gear in FIG. 5; FIG.
  • FIG. 7 is another schematic structural diagram of a first special-shaped gear on a first transmission shaft in an internal combustion engine according to an embodiment of the present invention.
  • FIG. 8 is a schematic diagram of the first special-shaped gear in FIG. 7; FIG.
  • FIG. 9 is a plan view of a first connecting shaft in an internal combustion engine provided by an embodiment of the present invention.
  • FIG. 10 is a front view of a first connecting shaft in an internal combustion engine according to an embodiment of the present invention.
  • FIG. 11 is a schematic diagram of a second cylinder in an internal combustion engine performing work according to an embodiment of the present invention.
  • FIG. 12 is a schematic diagram of work performed by a first cylinder in an internal combustion engine according to an embodiment of the present invention.
  • FIG. 13 is a schematic diagram when a piston of a first cylinder in an internal combustion engine according to an embodiment of the present invention reaches a bottom dead center;
  • FIG. 14 is a state diagram of cooperation between a supporting member and a buffer structure in an internal combustion engine according to an embodiment of the present invention.
  • 15 is another state diagram of cooperation between a supporting member and a buffer structure in an internal combustion engine according to an embodiment of the present invention.
  • 16 is a schematic diagram of a lever in an internal combustion engine according to an embodiment of the present invention.
  • 17 is a schematic diagram of a first oil passage in an internal combustion engine according to an embodiment of the present invention.
  • FIG. 18 is a schematic diagram of a second oil passage in an internal combustion engine according to an embodiment of the present invention.
  • 19 is a schematic structural diagram of an internal combustion engine in a state according to an embodiment of the present invention.
  • 20 is a schematic structural diagram of an internal combustion engine in another state according to an embodiment of the present invention.
  • 21 is a schematic structural diagram of an internal combustion engine in another state according to an embodiment of the present invention.
  • FIG. 22 is a schematic structural diagram of a first transmission shaft and a second transmission shaft in an internal combustion engine according to an embodiment of the present invention.
  • the internal combustion engine provided by the embodiment of the present invention includes: a first cylinder A and a second cylinder B opposite to each other, and a third cylinder C and a fourth cylinder D opposite to each other; and a first connection disposed side by side
  • the shaft M 1 and the second connecting shaft M 2 the first connecting shaft M 1 connects the piston rods of the first cylinder A and the second cylinder B, and the second connecting shaft M 2 connects the piston rods of the third cylinder C and the fourth cylinder D ;
  • a first transmission shaft E 1 and a second transmission shaft E 2 connected by a first transmission mechanism and rotating in opposite directions.
  • the above-mentioned first transmission shaft E 1 and the second transmission shaft E 2 are distributed along the axial direction of the first connection shaft M 1 .
  • the first connection shaft M 1 is provided with first transmission teeth a 11 distributed along its axial direction; the second connection shaft M 2 is provided with second transmission teeth distributed along its axial direction.
  • the first transmission shaft E 1 is provided with a first profiled gear a 1 capable of meshing with the first transmission tooth a 11 and a second profiled gear can be engaged with the second transmission gear
  • the second transmission shaft E 2 is provided with a first transmission shaft E 2
  • the first profiled gear a 1 and the third profiled gear a 2 alternately mesh with the first transmission teeth a 11
  • the second profiled gear and the fourth profiled gear alternately mesh with the second transmission teeth; and when the first profiled gear a 1 and the first When one transmission tooth a 11 meshes, the fourth profiled gear meshes with the second transmission tooth.
  • the first special-shaped gear a 1 meshes with the first transmission tooth a 11
  • the first special-shaped gear a 1 drives the first A connecting shaft M 1 moves along its axial direction
  • the second special-shaped gear can move the second connecting shaft M 2 along its axial direction
  • the third special-shaped gear a 2 can drive the first connecting shaft M 1 along its axial direction.
  • the fourth special-shaped gear can drive the second connecting shaft M 2 to move along its axial direction.
  • the first special gear a 1 , the second special gear, the third special gear a 2, and the fourth special gear are collectively referred to as a special gear
  • the first transmission tooth a 11 and the second transmission tooth are collectively referred to as a transmission tooth
  • the cylinder A, the second cylinder B, the third cylinder C, and the fourth cylinder D are collectively referred to as a cylinder.
  • the special-shaped gear has a tooth segment that continuously meshes with the transmission tooth, and the length of the tooth segment is the stroke of the corresponding piston.
  • the length of the tooth segment of the first profiled gear a 1 is the piston stroke of the first cylinder A.
  • the first cylinder A compresses air
  • the third cylinder C draws air
  • the fourth cylinder D exhausts; as the second transmission shaft E 2 rotates, the third special gear a 2 is separated from the first transmission tooth a 11 , and at the same time, The first profiled gear a 1 meshes with the first transmission tooth a 11 , and the fourth profiled gear meshes with the second transmission tooth, so that the piston of the first cylinder A moves to the bottom dead center, and accordingly, the piston of the second cylinder B stops upwards. Point movement, that is, the first cylinder A performs work, the second cylinder B exhausts, the third cylinder C compresses air, and the fourth cylinder D inhales.
  • the third cylinder C can perform work, the fourth cylinder D compresses air, the second cylinder B takes in air, and the first cylinder A exhausts; and the fourth cylinder D performs work, the third cylinder C exhausts, and the second cylinder B compresses the air, and the first cylinder A draws air.
  • the kinetic energy of the first cylinder A, the second cylinder B, the third cylinder C, and the fourth cylinder D is directly output, which can be achieved without using a crankshaft and a flywheel.
  • a crankshaft and a flywheel Compared with the internal combustion engine, it effectively reduces energy loss and improves thermal efficiency.
  • the thermal efficiency of the internal combustion engine provided by the embodiment of the present invention can reach 80%
  • the models and sizes of the first profiled gear a 1 , the second profiled gear, the third profiled gear a 2 and the fourth profiled gear are all the same, so as to ensure that the strokes of the pistons of each cylinder are the same.
  • first transmission shaft E 1 and the second transmission shaft E 2 are rotated synchronously. It can be understood that the rotation speeds of the first transmission shaft E 1 and the second transmission shaft E 2 are the same, and the first transmission shaft E 1 and the second transmission shaft E 2 rotate at the same time and stop rotating at the same time.
  • the above-mentioned first transmission mechanism is preferentially selected as a gear mechanism.
  • the first transmission mechanism includes a meshed first gear F 1 and a second gear F 2 , and the first gear F 1 is disposed on the first transmission shaft E. 1 , the second gear F 2 is disposed on the second transmission shaft E 2 , the first gear F 1 and the second gear F 2 are the same size and the same model.
  • the first gear F 1 and the first transmission shaft E 1 are an integrated structure or a split structure
  • the second gear F 2 and the second transmission shaft E 2 are an integrated structure or a split structure.
  • the first transmission mechanism may also be selected as other mechanisms, such as a belt mechanism or other types of gear mechanisms, and is not limited to the above embodiments.
  • the internal combustion engine when one of the first connecting shaft M 1 and the second connecting shaft M 2 moves, the other moves in opposite directions.
  • the internal combustion engine further includes a swingable lever H that connects the first connection shaft M 1 and the second connection shaft M 2, and the swing support point of the lever H is located on the first connection shaft M 1 and the second Between the connecting shafts M 2 , the first transmission shaft E 1 and the second transmission shaft E 2 are located on both sides of the lever H, respectively.
  • lever H is rotatably connected to the first connection shaft M 1
  • the other end of the lever H is rotatably connected to the second connection shaft M 2
  • the lever H is rotatable about the swing support point.
  • the lever H swings, as shown in FIGS. 20 and 21.
  • the lever H is perpendicular to the first connection axis M 1 and the second connection
  • the axis M 2 is shown in FIG. 19.
  • the above-mentioned internal combustion engine ensures the motion stability and reliability of the first connecting shaft M 1 and the second connecting shaft M 2 , thereby improving the stability and reliability of the entire internal combustion engine.
  • first connecting shaft M 1 and the second connecting shaft M 2 are each provided with a clamping slot K for installing the lever H, as shown in FIGS. 17 and 18.
  • the first connecting shaft M 1 is provided with a first oil passage Y 1
  • the second connecting shaft M 2 is provided with a second oil passage Y 2
  • a third oil passage Y 3 is provided in the lever H. Both ends of the third oil passage Y 3 communicate with the first oil passage Y 1 and the second oil passage Y 2 respectively .
  • the first oil passage Y 1 and the first cylinder A It is in communication with the oil transfer structure of the second cylinder B, and the second oil passage Y 2 is in communication with the oil transfer structures of the third cylinder C and the fourth cylinder D.
  • the third oil passage Y 3 has a supply port through which the lubricating oil enters.
  • the lever H is supported by the fixed post G, and the fixed post G forms a swing support point of the lever H.
  • the oil pumped by the oil pump is delivered to the fixed column G where the lever is installed through the oil pipe, and then enters the third oil passage Y 3 from the oil hole of the fixed column G, and then passes through the first oil passage Y 1 and the second oil passage Y. 2 It is delivered to the cylinder's oil transfer structure and finally reaches the piston.
  • the third oil passage Y 3 has two oil outlets O 12.
  • the first connecting shaft M 1 and the second connecting shaft M 2 are each provided with an oil inlet O 11 , an oil outlet O 12 and an oil inlet O. 11 one-to-one correspondence and always connected.
  • the oil inlet is set in the card slot K.
  • the above-mentioned first oil passage Y 1 , the second oil passage Y 2 and the third oil passage Y 3 are formed by oil pipelines. Of course, it may be formed by the inner cavity of other components, and it is not limited to this.
  • the above-mentioned first profiled gear a 1 , the second profiled gear, the third profiled gear a 2 and the fourth profiled gear are all provided with a buffer structure a 10 , and the first connection
  • the shaft M 1 and the second connecting shaft M 2 are each provided with a supporting member b capable of cooperating with the buffer structure a 10 to play a buffering role, and the supporting member b corresponds to the buffer structure a 10 in a one-to-one manner; Between the transmission shaft E 1 and the second transmission shaft E 2 .
  • the above-mentioned internal combustion engine plays a buffering role to the special-shaped gear, and allows the special-shaped gear to land softly, avoiding damaging the teeth of the special-shaped gear and the transmission teeth.
  • the first connection shaft radially M b on the supporting member 1 and the first transmission gear connected to a 11 along a first axis of the distribution M 1; M 2 on the second connecting shaft
  • the support b and the second transmission teeth are distributed along the radial direction of the second connecting shaft M 2 , as shown in FIG. 9.
  • the support b on the first connecting shaft M 1 and the first transmission tooth a 11 are at different axial positions, and the support b on the second connecting shaft M 2 and the second transmission tooth are on different shafts. ⁇ ⁇ To the location.
  • the position of the buffer structure a 10 on each profiled gear, the size and shape of the buffer structure a 10 , and the size and shape of the support b may be selected according to actual needs.
  • the buffer structure is a 10 groove
  • the support member is a support plate b.
  • the buffering structure a 10 b and the support member for other structures, is not limited thereto.
  • the first transmission shaft E 1 is two, and each side of the first connecting shaft M 1;
  • E 2 is a two second transmission shaft, and located at a first connecting shaft M 1 on both sides.
  • the two first transmission shafts E 1 are connected through a second transmission mechanism so that the two first transmission shafts E 1 rotate synchronously and the directions of rotation are opposite; the two second transmission shafts E 2 are connected through a third transmission mechanism such that the two first The two transmission shafts E 2 rotate synchronously and rotate in opposite directions.
  • the first connection shaft M 1 and the second connection shaft M 2 are more balanced and evenly applied with a force, thereby improving the first connection.
  • the motion stability and reliability of the shaft M 1 and the second connection shaft M 2 are more balanced and evenly applied with a force, thereby improving the first connection.
  • the two first transmission shafts E 1 are distributed along the radial direction of the first connection shaft M 1
  • the two second transmission shafts E 2 are distributed along the radial direction of the first connection shaft M 1 .
  • the second transmission mechanism is a gear mechanism. Specifically, the second transmission mechanism includes a meshed third gear X 1 and a fourth gear X 2.
  • the third gear X 1 is disposed on a first transmission shaft E 1 and a fourth gear.
  • X 2 is disposed on the other first transmission shaft E 1 , and the third gear X 1 and the fourth gear X 2 are the same size and the same model.
  • the third gear X 1 and the first transmission shaft E 1 are in an integrated structure or a split structure, and the fourth gear and the first transmission shaft E 1 are in an integrated structure or a split structure.
  • the third transmission mechanism is a gear mechanism. Specifically, the third transmission mechanism includes a meshed fifth gear L 1 and a sixth gear L 2.
  • the fifth gear L 1 is disposed on a second transmission shaft E 2 and the sixth gear.
  • L 2 is disposed on another second transmission shaft E 2 , and the fifth gear L 1 and the sixth gear L 2 are the same size and the same model.
  • the fifth gear L 1 and the second transmission shaft E 2 are an integrated structure or a split structure
  • the sixth gear L 2 and the second transmission shaft E 2 are an integrated structure or a split structure.
  • the first and the second profiled shaped gear gears a 1, a 2, and a third gear shaped profiled fourth gear comprises: two gear portions disposed symmetrically about the axis of rotation, the fan-shaped gear portion, and The central angle corresponding to the sector is 90 °.
  • the teeth of the gear portion are disposed along its circumferential edge.
  • the arc length of the gear part is the length of the teeth and the stroke of the piston of the cylinder.
  • the above-mentioned special gear rotates 360 °, then the piston of one cylinder completes four strokes.
  • the strength of the first connecting shaft M 1 and the second connecting shaft M 2 is increased.
  • the above-mentioned first transmission tooth a 11 includes two first transmission tooth segments, which are respectively connected with the first special-shaped gear.
  • a 1 corresponds to the third profiled gear a 2
  • the second transmission tooth includes two second transmission tooth segments, respectively corresponding to the second profiled gear and the fourth profiled gear.
  • the first connecting shaft M 1 in FIG. 9 is rotated by 180 °, which is a schematic structural diagram of the second connecting shaft M 2 .
  • the internal combustion engine further includes: a first exhaust putter Z 11 , a first intake putter Z 12 , a second exhaust putter Z 21 , a second intake putter Z 22 , and a third row Air pusher Z 31 , third suction pusher Z 32 , fourth exhaust pusher Z 41 , and fourth suction pusher Z 42 ; a first drive shaft E 1 is provided with a first exhaust pusher T 11. The first suction pushing portion T 12 , the second exhaust pushing portion T 21 and the second suction pushing portion T 22. A second transmission shaft E 2 is provided with a third exhaust pushing portion T 31 and a third suction pushing portion T 31 . The air pushing portion T 32 , the fourth exhaust pushing portion T 41, and the fourth suction pushing portion T 42 .
  • the first exhaust pusher T 11 can cooperate with the first exhaust pusher Z 11 to open and close the exhaust valve and the first intake pusher T of the first cylinder A.
  • 12 cooperates with the first intake pusher Z 12 to open and close the intake valve of the first cylinder A
  • the second exhaust pusher T 21 can cooperate with the second exhaust pusher Z 21 to open and close the third cylinder
  • the exhaust valve C of the second intake pusher T 22 can cooperate with the second intake pusher Z 22 to open and close the intake valve of the third cylinder C.
  • the third exhaust pusher T 31 can cooperate with the third exhaust pusher Z 31 to open and close the exhaust valve of the second cylinder B and the third intake pusher T 32 can cooperate with the third intake pusher Z 32 to open and close the intake valve of the second cylinder B, and the fourth exhaust pusher T 41 can cooperate with the fourth exhaust pusher Z 41 to open and close the fourth
  • the exhaust valve of the cylinder D and the fourth intake pusher T 42 can cooperate with the fourth intake push rod Z 42 to open and close the intake valve of the fourth cylinder D.
  • the positions of the first exhaust pushing portion T 11 and the first intake pushing portion T 12 on the first transmission shaft E 1 are different, that is, the circumferential positions of the two on the first transmission shaft E 1 are different.
  • the axial position is different.
  • the axial positions of the second exhaust pushing part T 21 and the second suction pushing part T 22 on the first transmission shaft E 1 are different, that is, the circumferential positions of the two on the first transmission shaft E 1 are different and the axial positions are different.
  • the location is different.
  • the positions of the third exhaust pushing portion T 31 and the third suction pushing portion T 32 on the second transmission shaft E 2 are different, that is, they are different in the circumferential position and the axial position on the second transmission shaft E 2 .
  • the first exhaust pushing portion T 11 and the first suction pushing portion T 12 differ by 90 ° in the circumferential direction of the first transmission shaft E 1 .
  • the first exhaust pushing portion T 11 cooperates with the first exhaust push rod Z 11 to open the exhaust valve of the first cylinder A, and the first cylinder A exhausts;
  • the first suction pusher T 12 cooperates with the first suction pusher Z 12 to open the suction valve of the first cylinder A, and the first cylinder A sucks air;
  • the first transmission shaft E 1 is rotated to 180 °
  • the first exhaust pusher T 11 cooperates with the first exhaust pusher Z 11 to close the exhaust valve of the first cylinder A, the first intake pusher T 12 and
  • the first suction pusher Z 12 cooperates to close the suction valve of the first cylinder A, and the first cylinder A compresses the air;
  • the first transmission shaft E 1 rotates to 270 °, the first
  • the third intake pusher T 32 , the fourth exhaust pusher T 41 and the fourth intake pusher T 42 are collectively referred to as a pusher.
  • the Z 42 is collectively referred to as the putter.
  • first transmission shafts E 1 when there are two first transmission shafts E 1 , the first exhaust pushing portion T 11 , the first suction pushing portion T 12 , the second exhaust pushing portion T 21 and the second suction pushing portion T 22 is provided only on one first transmission shaft E 1 ; when there are two second transmission shafts E 2 , the third exhaust pushing portion T 31 , the third suction pushing portion T 32 , and the fourth exhaust pushing portion T 41 and the fourth suction pushing portion T 42 are provided only on one second transmission shaft E 2 .
  • the first transmission shaft E 1 and the second transmission shaft E 2 provided with the pushing portion are located on the same side of the first connection shaft M 1 . Further, as shown in FIGS. 2 and 3, the first transmission shaft E 1 and the second transmission shaft E 2 provided with the pushing portion are located on the lower side of the first connection shaft M 1 .
  • the corresponding pusher pushes the corresponding push rod, and the push rod realizes the valve opening and closing of the corresponding cylinder by the rocker arm; every second rotation of the second drive shaft E 2 pushes the corresponding pusher.
  • the push rod, the push rod realizes the valve opening and closing of the corresponding cylinder once through the rocker arm.
  • the third intake pusher T 32 , the fourth exhaust pusher T 41 and the fourth intake pusher T 42 are the same in size, the first exhaust pusher Z 11 , the first intake pusher Z 12 , and the second Exhaust putter Z 21 , second intake putter Z 22 , third exhaust putter Z 31 , third intake putter Z 32 , fourth exhaust putter Z 41 and fourth intake putter Z
  • the dimensions of 42 are the same.
  • the first exhaust pushing portion T 11 , the first intake pushing portion T 12 , the second exhaust pushing portion T 21 , the second intake pushing portion T 22 , the third exhaust pushing portion T 31 , and the third The inhalation pushing portion T 32 , the fourth exhaust pushing portion T 41, and the fourth inhaling pushing portion T 42 are all convex.
  • the above-mentioned pushing portion may be selected as other structures, and is not limited thereto.
  • the first cylinder A, the second cylinder B, the third cylinder C, and the fourth cylinder D are of the same model and the same size.
  • the size and model of the first connecting shaft M 1 and the second connecting shaft M 2 are the same.
  • the size and model of the first transmission shaft E 1 and the second transmission shaft E 2 are the same.
  • the first connection shaft M 1 and the second connection shaft M 2 are disposed in parallel, the first transmission shaft E 1 and the second transmission shaft E 2 are disposed in parallel, and the first connection shaft M 1 is perpendicular to the first transmission shaft E 1
  • the lever H is perpendicular to the first connecting shaft M 1 and the second connecting shaft M 2
  • the above-mentioned first transmission shaft E 1 and the second transmission shaft E 2 are disposed symmetrically with respect to the lever H.
  • the first connecting shaft M 1 and the second connecting shaft M 2 are controlled , and the first special-shaped gear a 1 can still rotate normally, and the first connecting shaft M 1 can still push the first
  • the piston of the cylinder A moves toward its top dead center, that is, the piston of the second cylinder B moves toward its bottom dead center.
  • the third special gear a 2 rotates normally and controls the movement of the first connecting shaft M 1 , and the third special gear a 2 and the first transmission tooth a 11 are about to disengage.
  • the first special-shaped gear a 1 has completely meshed with the first transmission tooth a 11 , as shown in FIG. 15, and the first connecting shaft M 1 is stopped, and the third special-shaped gear is stopped. a 2 is completely separated from the first transmission tooth a 11.
  • the first cylinder A completes compression
  • the third cylinder C completes intake
  • the fourth cylinder D completes exhaust
  • the second cylinder B completes work.
  • the first cylinder A performs work.
  • the piston of the first cylinder A pushes the first connecting shaft M 1 to the top dead center of the second cylinder B. As shown in FIG.
  • the first special-shaped gear a 1 is in contact with the first transmission tooth a 11 , B, and pushing the second cylinder piston reaches the top dead center, the two first transmission shaft E 1 and E 2 two second transmission shaft rotates in synchronization as shown in FIG. 13, a total of four drive shaft, the gear profiled eight
  • the eight special-shaped gears are divided into four groups, and each group alternately controls the first connecting shaft M 1 and the second connecting shaft M 2 to reciprocate in opposite directions, and the process is performed under the coordination of the lever H.
  • Each rotation of the special-shaped gear can push the pistons of the four cylinders to complete the four strokes respectively.
  • the pistons of the four cylinders perform work in turn in turn, which is equivalent to the four cylinders connected in series, which can output power continuously and uniformly.
  • lubricating structure in addition to the lubricating structure that sends lubricating oil to the piston, other lubricating structures can refer to the lubricating structure of the crankshaft internal combustion engine.
  • crankshaft internal combustion engine For the supply system, heat dissipation system, and gas distribution structure of the internal combustion engine, reference may also be made to the crankshaft internal combustion engine, which is not limited in the embodiment of the present invention.
  • the resistance or loss of kinetic energy in linear motion is smaller than the resistance or loss of curved energy or arc motion
  • the distance between the work done by the cylinder and the body is not allowed to have any resistance, otherwise the greater the resistance, the smaller the useful work output;
  • the kinetic energy is linearly moved without any obstacle, and the kinetic energy is all output, while in the crankshaft internal combustion engine, the direction of movement is changed by the crankshaft, and losses are generated.
  • the internal combustion engine provided by the embodiment of the present invention does not need to be supercharged, and the cylinder can reach an optimal compression ratio, so that the fuel has sufficient combustion time.
  • the internal combustion engine provided by the embodiment of the present invention has a simpler structure, smaller volume, lighter weight, less chance of failure, fewer parts, higher versatility, fuel saving and lower cost, and realizes energy saving and environmental protection. High economic benefit, it is the best substitute for gas in crankshaft, it is worth popularizing and popularizing.

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Abstract

本发明公开了一种内燃机，包括第一气缸，第二气缸，第三气缸和第四气缸；并排设置的第一连接轴和第二连接轴，第一连接轴连接第一气缸和第二气缸的活塞杆，第二连接轴连接第三气缸和第四气缸的活塞杆；转动方向相反且沿第一连接轴轴向分布的第一传动轴和第二传动轴；第一连接轴和第二连接轴分别设有沿其轴向分布的第一传动齿和第二传动齿，第一传动轴设有第一异形齿轮和第二异形齿轮，第二传动轴设有第三异形齿轮和第四异形齿轮；第一异形齿轮和第三异形齿轮交替与第一传动齿啮合，第二异形齿轮和第四异形齿轮交替与第二传动齿啮合；且当第一异形齿轮与第一传动齿啮合时，第四异形齿轮与第二传动齿啮合。该内燃机减小了能量损耗，提高了热效率。

Description

内燃机
本申请要求于2018年08月09日提交中国专利局、申请号为201810902390.X、发明名称为“内燃机”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及发动机技术领域，更具体地说，涉及一种内燃机。
背景技术
内燃机自问世了以来，存在较大的能量损耗，导致热效率始终没有达到人们满意的效果。例如，具有飞轮的内燃机中飞轮旋转消耗动能；具有曲轴的内燃机中，曲轴旋转消耗动能，活塞在上止点时燃料瞬间爆燃并推动连杆下行，连杆冲击曲轴时，收到曲轴的对抗，消耗动能。目前，较为常用的柴油机的热效率为46％左右，汽油机的热效率为35％左右，较低的热效率浪费了大量的燃油资源。
综上所述，如何提供一种内燃机，以减小能量损耗，提高热效率，是目前本领域技术人员亟待解决的问题。
发明内容
本发明的目的是提供一种内燃机，以减小能量损耗，提高热效率。
为了实现上述目的，本发明提供如下技术方案：
一种内燃机，包括：
相对设置的第一气缸和第二气缸，以及相对设置的第三气缸和第四气缸；
并排设置的第一连接轴和第二连接轴，所述第一连接轴连接所述第一气缸和第二气缸的活塞杆，所述第二连接轴连接所述第三气缸和所述第四气缸的活塞杆；
通过第一传动机构连接且转动方向相反的第一传动轴和第二传动轴；
其中，所述第一传动轴和所述第二传动轴沿所述第一连接轴的轴向分布；
所述第一连接轴设有沿其轴向分布的第一传动齿，所述第二连接轴设有沿其轴向分布的第二传动齿，所述第一传动轴设有能够与所述第一传动齿啮合的第一异形齿轮以及能够与所述第二传动齿啮合的第二异形齿轮，所述第二传动轴设有能够与所述第一传动齿啮合的第三异形齿轮以及能够与所述第二传动齿啮合的第四异形齿轮；
所述第一异形齿轮和所述第三异形齿轮交替与所述第一传动齿啮合，所述第二异形齿轮和所述第四异形齿轮交替与所述第二传动齿啮合；且当所述第一异形齿轮与所述第一传动齿啮合时，所述第四异形齿轮与所述第二传动齿啮合。
优选地，所述内燃机还包括：连接所述第一连接轴和所述第二连接轴且可摆动的杠杆，所述杠杆的摆动支撑点位于所述第一连接轴和所述第二连接轴之间，所述第一传动轴和所述第二传动轴分别位于所述杠杆的两侧。
优选地，所述第一连接轴设有第一油道，所述第二连接轴设有第二油道，所述杠杆内设有第三油道，所述第三油道的两端分别与所述第一油道和所述第二油道连通，所述第一油道与所述第一气缸和所述第二气缸的输油结构连通，所述第二油道与所述第三气缸和所述第四气缸的输油结构连通。
优选地，所述第一异形齿轮、所述第二异形齿轮、所述第三异形齿轮和所 述第四异形齿轮均设有缓冲结构，
所述第一连接轴和所述第二连接轴均设有能够与所述缓冲结构配合以起到缓冲作用的支撑件，所述支撑件与所述缓冲结构一一对应；
其中，所述支撑件位于所述第一传动轴和所述第二传动轴之间。
优选地，所述第一连接轴上的所述支撑件和所述第一传动齿沿所述第一连接轴的径向分布；所述第二连接轴上的所述支撑件和所述第二传动齿沿所述第二连接轴的径向分布。
优选地，所述缓冲结构为凹槽，所述支撑件为支撑板。
优选地，所述第一传动轴为两个，且分别位于所述第一连接轴的两侧；所述第二传动轴为两个，且分别位于所述第一连接轴的两侧；
两个所述第一传动轴通过第二传动机构连接以使两个所述第一传动轴同步转动且转动方向相反；
两个所述第二传动轴通过第三传动机构连接以使两个所述第二传动轴同步转动且转动方向相反。
优选地，所述第一异形齿轮和所述第二异形齿轮、所述第三异形齿轮和所述第四异形齿轮均包括：两个关于转动轴线对称设置的齿轮部，所述齿轮部呈扇形，且所述扇形所对应的圆心角为90°。
优选地，所述第一传动齿包括两个第一传动齿段，分别与第一异形齿轮和第三异形齿轮对应，第二传动齿包括两个第二传动齿段，分别与第二异形齿轮和第四异形齿轮对应。
优选地，所述内燃机还包括：第一推杆，第二推杆，第三推杆和第四推杆；
其中，一个所述第一传动轴设有第一推动部和第二推动部，一个所述第二 传动轴设有第三推动部和第四推动部；
所述第一推动部能够与所述第一推杆配合以打开和关闭所述第一气缸的气门；所述第二推动部与所述第二推杆配合以打开和关闭所述第三气缸的气门；所述第三推动部与所述第三推杆配合以打开和关闭所述第二气缸的气门；所述第四推动部与所述第四推杆配合以打开和关闭所述第四气缸的气门。
本发明提供的内燃机的工作原理为：
驱动第二传动轴转动，在第一传动机构的作用下，第一传动轴反向转动，随着第二传动轴转动，第三异形齿轮与第一传动齿啮合，第二异形齿轮与第二传动齿啮合，使得第二气缸的活塞向下止点运动，相应的，第一气缸的活塞向上止点运动，即实现了第二气缸做功，第一气缸压缩空气，第三气缸吸气，第四气缸排气；随着第二传动轴转动，第三异形齿轮与第一传动齿分离，同时，第一异形齿轮与第一传动齿啮合，第四异形齿轮与第二传动齿啮合，使得第一气缸的活塞向下止点运动，相应的，第二气缸的活塞向上止点运动，即实现了第一气缸做功，第二气缸排气，第三气缸压缩空气，第四气缸吸气。同理，也可实现第三气缸做功，第四气缸压缩空气，第二气缸吸气，第一气缸排气；以及第四气缸做功，第三气缸排气，第二气缸压缩空气，第一气缸吸气。
本发明提供的内燃机中，第一气缸、第二气缸、第三气缸、第四气缸的动能直接输出，无需采用曲轴、飞轮即可实现，较现有技术采用曲轴和飞轮的内燃机相比，有效减小了能量损耗，提高了热效率。
同时，本发明提供的内燃机中，实现了四个气缸轮流做功，可对外连续、均匀地输出动力，提高了工作性能。
附图说明
图1为本发明实施例提供的内燃机的结构示意图；
图2为本发明实施例提供的内燃机中第一传动轴和第二传动轴的分布示意图；
图3为图2中两个第一传动轴以及两个第二传动轴的装配图；
图4为本发明实施例提供的内燃机中第一传动轴和第二传动轴的装配图；
图5为本发明实施例提供的内燃机中第一传动轴上的第一异形齿轮的一种结构示意图；
图6为图5中第一异形齿轮的示意图；
图7为本发明实施例提供的内燃机中第一传动轴上的第一异形齿轮的另一种结构示意图；
图8为图7中第一异形齿轮的示意图；
图9为本发明实施例提供的内燃机中第一连接轴的俯视图；
图10为本发明实施例提供的内燃机中第一连接轴的主视图；
图11为本发明实施例提供的内燃机中第二气缸做功时的示意图；
图12为本发明实施例提供的内燃机中第一气缸做功时的示意图；
图13为本发明实施例提供的内燃机中第一气缸的活塞到达下止点时的示意图；
图14为本发明实施例提供的内燃机中支撑件与缓冲结构配合的一状态图；
图15为本发明实施例提供的内燃机中支撑件与缓冲结构配合的另一状态图；
图16为本发明实施例提供的内燃机中杠杆的示意图；
图17为本发明实施例提供的内燃机中第一油道的示意图；
图18为本发明实施例提供的内燃机中第二油道的示意图；
图19为本发明实施例提供的内燃机处于一状态时的结构示意图；
图20为本发明实施例提供的内燃机处于另一状态时的结构示意图；
图21为本发明实施例提供的内燃机处于另一状态时的结构示意图；
图22为本发明实施例提供的内燃机中第一传动轴和第二传动轴的结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
如图1-22所示，本发明实施例提供的内燃机包括：相对设置的第一气缸A和第二气缸B，以及相对设置的第三气缸C和第四气缸D；并排设置的第一连接轴M 1和第二连接轴M 2，第一连接轴M 1连接第一气缸A和第二气缸B的活塞杆，第二连接轴M 2连接第三气缸C和第四气缸D的活塞杆；通过第一传动机构连接且转动方向相反的第一传动轴E 1和第二传动轴E 2。
上述第一传动轴E 1和第二传动轴E 2沿第一连接轴M 1的轴向分布。
第一连接轴M 1设有沿其轴向分布的第一传动齿a 11；第二连接轴M 2设有沿其轴向分布的第二传动齿。
第一传动轴E 1设有能够与第一传动齿a 11啮合的第一异形齿轮a 1以及能够 与第二传动齿啮合的第二异形齿轮，第二传动轴E 2设有能够与第一传动齿a 11啮合的第三异形齿轮a 2以及能够与第二传动齿啮合的第四异形齿轮；
第一异形齿轮a 1和第三异形齿轮a 2交替与第一传动齿a 11啮合，第二异形齿轮和第四异形齿轮交替与第二传动齿啮合；且当第一异形齿轮a 1与第一传动齿a 11啮合时，第四异形齿轮与第二传动齿啮合。
可以理解的是，当第一异形齿轮a 1与第一传动齿a 11啮合时，由于第一传动齿a 11沿第一连接轴M 1的轴向分布，则第一异形齿轮a 1带动第一连接轴M 1沿其轴向移动；同理，第二异形齿轮能够带动第二连接轴M 2沿其轴向移动，第三异形齿轮a 2能够带动第一连接轴M 1沿其轴向移动，第四异形齿轮能够带动第二连接轴M 2沿其轴向移动。
为了便于描述，第一异形齿轮a 1、第二异形齿轮、第三异形齿轮a 2和第四异形齿轮统称为异形齿轮，第一传动齿a 11和第二传动齿统称为传动齿，第一气缸A、第二气缸B、第三气缸C和第四气缸D统称为气缸。
上述异形齿轮具有与传动齿完成连续啮合的齿段，则齿段的长度为与其对应的活塞的行程。例如，第一异形齿轮a 1的齿段的长度为第一气缸A的活塞行程。
本发明实施例提供的内燃机的工作原理为：
驱动第二传动轴E 2转动，在第一传动机构的作用下，第一传动轴E 1反向转动，随着第二传动轴E 2转动，第三异形齿轮a 2与第一传动齿a 11啮合，第二异形齿轮与第二传动齿啮合，使得第二气缸B的活塞向下止点运动，相应的，第一气缸A的活塞向上止点运动，即实现了第二气缸B做功，第一气缸A压缩空气，第三气缸C吸气，第四气缸D排气；随着第二传动轴E 2转转动，第 三异形齿轮a 2与第一传动齿a 11分离，同时，第一异形齿轮a 1与第一传动齿a 11啮合，第四异形齿轮与第二传动齿啮合，使得第一气缸A的活塞向下止点运动，相应的，第二气缸B的活塞向上止点运动，即实现了第一气缸A做功，第二气缸B排气，第三气缸C压缩空气，第四气缸D吸气。同理，也可实现第三气缸C做功，第四气缸D压缩空气，第二气缸B吸气，第一气缸A排气；以及第四气缸D做功，第三气缸C排气，第二气缸B压缩空气，第一气缸A吸气。
本发明实施例提供的内燃机中，第一气缸A、第二气缸B、第三气缸C、第四气缸D的动能直接输出，无需采用曲轴、飞轮即可实现，较现有技术采用曲轴和飞轮的内燃机相比，有效减小了能量损耗，提高了热效率。
本发明实施例提供的内燃机的热效率可到达80％
同时，本发明实施例提供的内燃机中，实现了四个气缸轮流做功，可对外连续、均匀地输出动力，提高了工作性能。
优选地，第一异形齿轮a 1、第二异形齿轮、第三异形齿轮a 2和第四异形齿轮的型号和大小均相同，以便于保证每个气缸的活塞的行程相同。
为了便于实现每个气缸的活塞行程相同，上述第一传动轴E 1和第二传动轴E 2同步转动。可以理解的是，第一传动轴E 1和第二传动轴E 2的转速大小相同，第一传动轴E 1和第二传动轴E 2同时转动，也同时停止转动。
为了简化结构，优先选择上述第一传动机构为齿轮机构，具体地，第一传动机构包括：啮合的第一齿轮F 1和第二齿轮F 2，第一齿轮F 1设置于第一传动轴E 1，第二齿轮F 2设置于第二传动轴E 2，第一齿轮F 1和第二齿轮F 2大小相等，型号相同。
第一齿轮F 1与第一传动轴E 1为一体式结构或分体式结构，第二齿轮F 2与第二传动轴E 2为一体式结构或分体式结构。
当然，也可选择上述第一传动机构为其他机构，例如皮带机构、或其他类型的齿轮机构，并不局限于上述实施例。
上述内燃机中，第一连接轴M 1和第二连接轴M 2中，一者运动时，另一者沿相反的方向运动。为了保证稳定性和可靠性，上述内燃机还包括：连接第一连接轴M 1和第二连接轴M 2且可摆动的杠杆H，杠杆H的摆动支撑点位于第一连接轴M 1和第二连接轴M 2之间，第一传动轴E 1和第二传动轴E 2分别位于杠杆H的两侧。
可以理解的是，杠杆H的一端与第一连接轴M 1可转动地连接，杠杆H的另一端与第二连接轴M 2可转动地连接，杠杆H绕摆动支撑点可转动。任意一个气缸的活塞到达上止点和下止点时，杠杆H摆动，如图20和21所示。当第一气缸A、第二气缸B、第三气缸C和第四气缸D的活塞同时在上止点和下止点的中间位置时，杠杆H垂直于第一连接轴M 1和第二连接轴M 2，如图19所示。
上述内燃机，通过杠杆H的辅助，保证了第一连接轴M 1和第二连接轴M 2的运动稳定性和可靠性，从而提高了整个内燃机的稳定性和可靠性。
为了便于安装杠杆H，上述第一连接轴M 1和第二连接轴M 2均设有用于安装杠杆H的卡槽K，如图17和图18所示。
为了保证活塞的润滑和润滑油的均匀分配，如图16-18所示，上述第一连接轴M 1设有第一油道Y 1，第二连接轴M 2设有第二油道Y 2，杠杆H内设有第三油道Y 3，第三油道Y 3的两端分别与第一油道Y 1和第二油道Y 2连通，第一 油道Y 1与第一气缸A和第二气缸B的输油结构连通，第二油道Y 2与第三气缸C和第四气缸D的输油结构连通。
可以理解的是，第三油道Y 3具有供润滑油进入的供给口。具体地，杠杆H通过固定柱G支撑，固定柱G形成杠杆H的摆动支撑点。则机油泵泵出的润滑油通过油管输送至安装杠杆的固定柱G内，然后自固定柱G的油孔进入第三油道Y 3，再通过第一油道Y 1、第二油道Y 2输送至气缸的输油结构，最终到达活塞。
具体地，第三油道Y 3具有两个出油口O 12，第一连接轴M 1和第二连接轴M 2均设有进油口O 11，出油口O 12与进油口O 11一一对应，且始终保持连通。进油口设置在卡槽K内。为了便于加工，上述第一油道Y 1、第二油道Y 2和第三油道Y 3由输油管形成。当然，也可由其他部件内腔形成，并不局限于此。
为了进一步优化上述技术方案，如图5-15所示，上述第一异形齿轮a 1、第二异形齿轮、第三异形齿轮a 2和第四异形齿轮均设有缓冲结构a 10，第一连接轴M 1和第二连接轴M 2均设有能够与缓冲结构a 10配合以起到缓冲作用的支撑件b，支撑件b与缓冲结构a 10一一对应；其中，支撑件b位于第一传动轴E 1和第二传动轴E 2之间。
可以理解的是，当异形齿轮与传动齿刚刚接触(或分离)时，支撑件b开始与缓冲结构a 10接触并配合；当异形齿轮与传动齿刚刚啮合(或完全分离)时，支撑件b与缓冲结构a 10完全配合，此时异形齿轮继续转动，则支撑件b与缓冲结构a 10逐渐分离，如图11-15所示。图11-15中，带箭头的曲线表示和其对应的异形齿轮的转动方向，带箭头的直线表示第一连接轴M 1的运动方向。
上述内燃机，通过支撑件b和缓冲结构a 10的配合，对异形齿轮起到了缓 冲作用，且使异形齿轮软着陆，避免了损坏异形齿轮和传动齿的齿部。
为了便于缓冲结构a 10与支撑件b配合，上述第一连接轴M 1上的支撑件b和第一传动齿a 11沿第一连接轴M 1的径向分布；第二连接轴M 2上的支撑件b和第二传动齿沿第二连接轴M 2的径向分布，如图9所示。
可以理解的是，第一连接轴M 1上的支撑件b和第一传动齿a 11在不同的轴向位置，第二连接轴M 2上的支撑件b和第二传动齿在不同的轴向位置。
上述缓冲结构a 10在每个异形齿轮上的位置、以及上述缓冲结构a 10的大小和形状、上述支撑件b的大小和形状，根据实际需要进行选择。
优选地，上述缓冲结构a 10为凹槽，支撑件b为支撑板。当然，也可选择上述缓冲结构a 10和支撑件b为其他结构，并不局限于此。
如图2-4所示，上述第一传动轴E 1为两个，且分别位于第一连接轴M 1的两侧；第二传动轴E 2为两个，且分别位于第一连接轴M 1的两侧。
两个第一传动轴E 1通过第二传动机构连接以使两个第一传动轴E 1同步转动且转动方向相反；两个第二传动轴E 2通过第三传动机构连接以使两个第二传动轴E 2同步转动且转动方向相反。
可以理解的是，如图10所示，第一连接轴M 1上的第一传动齿a 11为两个，以保证与另一个第一传动轴E 1上的第一异形齿轮a 1对应、以及与另一个第二传动轴E 2上的第三异形齿轮a 2对应；第二连接轴M 2上的第二传动齿为两个，以保证与另一个第一传动轴E 1上的第二异形齿轮对应、以及与另一个第二传动轴E 2上的第四异形齿轮对应。
上述内燃机，通过增加第一传动轴E 1和第二传动轴E 2的数目，更加平衡地、均匀地对第一连接轴M 1和第二连接轴M 2施加作用力，提高了第一连接 轴M 1和第二连接轴M 2的运动稳定性和可靠性。
优选地，两个第一传动轴E 1沿第一连接轴M 1的径向分布，两个第二传动轴E 2沿第一连接轴M 1的径向分布。
上述第二传动机构为齿轮机构，具体地，第二传动机构包括：啮合的第三齿轮X 1和第四齿轮X 2，第三齿轮X 1设置于一个第一传动轴E 1，第四齿轮X 2设置于另一个第一传动轴E 1，第三齿轮X 1和第四齿轮X 2大小相等，型号相同。
上述第三齿轮X 1与第一传动轴E 1为一体式结构或分体式结构，第四齿轮与第一传动轴E 1为一体式结构或分体式结构。
上述第三传动机构为齿轮机构，具体地，第三传动机构包括：啮合的第五齿轮L 1和第六齿轮L 2，第五齿轮L 1设置于一个第二传动轴E 2，第六齿轮L 2设置于另一个第二传动轴E 2，第五齿轮L 1和第六齿轮L 2大小相等，型号相同。
第五齿轮L 1与第二传动轴E 2为一体式结构或分体式结构，第六齿轮L 2与第二传动轴E 2为一体式结构或分体式结构。
为了便于实现四冲程，上述第一异形齿轮a 1和第二异形齿轮、第三异形齿轮a 2和第四异形齿轮均包括：两个关于转动轴线对称设置的齿轮部，齿轮部呈扇形，且扇形所对应的圆心角为90°。
可以理解的是，齿轮部的齿沿其周向边缘设置。齿轮部的弧线长度即为齿的长度，亦为气缸的活塞的行程。上述异形齿轮旋转360°，则一个气缸的活塞完成四个冲程。
为了简化结构，提高了第一连接轴M 1和第二连接轴M 2的强度，如图9所示，上述第一传动齿a 11包括两个第一传动齿段，分别与第一异形齿轮a 1和第三异形齿轮a 2对应，第二传动齿包括两个第二传动齿段，分别与第二异形 齿轮和第四异形齿轮对应。
图9中的第一连接轴M 1旋转180°，即为第二连接轴M 2的结构示意图。
如图22所示，上述内燃机还包括：第一排气推杆Z 11，第一吸气推杆Z 12，第二排气推杆Z 21，第二吸气推杆Z 22，第三排气推杆Z 31，第三吸气推杆Z 32，第四排气推杆Z 41，和第四吸气推杆Z 42；一个第一传动轴E 1设有第一排气推动部T 11、第一吸气推动部T 12、第二排气推动部T 21和第二吸气推动部T 22，一个第二传动轴E 2设有第三排气推动部T 31、第三吸气推动部T 32、第四排气推动部T 41和第四吸气推动部T 42。
在第一传动轴E 1转动过程中，第一排气推动部T 11能够与第一排气推杆Z 11配合以打开和关闭第一气缸A的排气门、第一吸气推动部T 12与第一吸气推杆Z 12配合以打开和关闭第一气缸A的吸气门、第二排气推动部T 21能够与第二排气推杆Z 21配合以打开和关闭第三气缸C的排气门、第二吸气推动部T 22能够与第二吸气推杆Z 22配合以打开和关闭第三气缸C的吸气门。
在第二传动轴E 2转动过程中，第三排气推动部T 31能够与第三排气推杆Z 31配合以打开和关闭第二气缸B的排气门、第三吸气推动部T 32能够与第三吸气推杆Z 32配合以打开和关闭第二气缸B的吸气门、第四排气推动部T 41能够与第四排气推杆Z 41配合以打开和关闭第四气缸D的排气门、第四吸气推动部T 42能够与第四吸气推杆Z 42配合以打开和关闭第四气缸D的吸气门。
可以理解的是，第一排气推动部T 11和第一吸气推动部T 12在第一传动轴E 1上的位置不同，即二者在第一传动轴E 1上的周向位置不同且轴向位置不同。第二排气推动部T 21和第二吸气推动部T 22在第一传动轴E 1上的轴向位置不同， 即二者在第一传动轴E 1上的周向位置不同且轴向位置不同。第三排气推动部T 31和第三吸气推动部T 32在第二传动轴E 2上的位置不同，即二者在第二传动轴E 2上的周向位置不同且轴向位置不同。第四排气推动部T 41和第四吸气推动部T 42在第二传动轴E 2上的轴向位置不同，即二者在第二传动轴E 2上的周向位置不同且轴向位置不同。
具体地，第一排气推动部T 11和第一吸气推动部T 12沿第一传动轴E 1的周向相差90°。当第一传动轴E 1的旋转角度为零度时，第一排气推动部T 11与第一排气推杆Z 11配合以打开第一气缸A的排气门，第一气缸A排气；当第一传动轴E 1旋转到90°时，第一吸气推动部T 12与第一吸气推杆Z 12配合以打开第一气缸A的吸气门，第一气缸A吸气；当第一传动轴E 1旋转到180°时，第一排气推动部T 11与第一排气推杆Z 11配合以关闭第一气缸A的排气门、第一吸气推动部T 12与第一吸气推杆Z 12配合以关闭第一气缸A的吸气门，第一气缸A压缩空气；当第一传动轴E 1旋转到270°时，第一排气推动部T 11与第一排气推杆Z 11配合以关闭第一气缸A的排气门，第一吸气推动部T 12与第一吸气推杆Z 12配合以关闭第一气缸的吸气门，第一气缸A做功；当第一传动轴E 1旋转到360°时，完成一个完整的四冲程循环。
为了便于描述，将第一排气推动部T 11、第一吸气推动部T 12、第二排气推动部T 21、第二吸气推动部T 22、第三排气推动部T 31、第三吸气推动部T 32、第四排气推动部T 41和第四吸气推动部T 42统称为推动部，第一排气推杆Z 11、第一吸气推杆Z 12、第二排气推杆Z 21、第二吸气推杆Z 22、第三排气推杆Z 31、第三吸气推杆Z 32、第四排气推杆Z 41和第四吸气推杆Z 42统称为推杆。
需要说明的是，当第一传动轴E 1为两个时，第一排气推动部T 11、第一吸 气推动部T 12、第二排气推动部T 21和第二吸气推动部T 22仅设置在一个第一传动轴E 1上；当第二传动轴E 2为两个时，第三排气推动部T 31、第三吸气推动部T 32、第四排气推动部T 41和第四吸气推动部T 42仅设置在一个第二传动轴E 2上。设有推动部的第一传动轴E 1和第二传动轴E 2位于第一连接轴M 1的同侧。进一步地，如图2和图3所示，设有推动部的第一传动轴E 1和第二传动轴E 2位于第一连接轴M 1的下侧。
第一传动轴E 1每旋转一周，相应的推动部推动相应的推杆，推杆通过摇臂实现相应气缸的气门开关一次；第二传动轴E 2每旋转一周，相应的推动部推动相应的推杆，推杆通过摇臂实现相应气缸的气门开关一次。
为了便于设计，上述第一排气推动部T 11、第一吸气推动部T 12、第二排气推动部T 21、第二吸气推动部T 22、第三排气推动部T 31、第三吸气推动部T 32、第四排气推动部T 41和第四吸气推动部T 42的尺寸相同，第一排气推杆Z 11、第一吸气推杆Z 12、第二排气推杆Z 21、第二吸气推杆Z 22、第三排气推杆Z 31、第三吸气推杆Z 32、第四排气推杆Z 41和第四吸气推杆Z 42的尺寸相同。
优选地，第一排气推动部T 11、第一吸气推动部T 12、第二排气推动部T 21、第二吸气推动部T 22、第三排气推动部T 31、第三吸气推动部T 32、第四排气推动部T 41和第四吸气推动部T 42均为凸起。当然，也可选择上述推动部为其他结构，并不局限于此。
为了提高了内燃机的稳定性，上述第一气缸A、第二气缸B、第三气缸C和第四气缸D型号相同、尺寸相同。第一连接轴M 1和第二连接轴M 2的尺寸和型号均相同。第一传动轴E 1和第二传动轴E 2的尺寸和型号均相同。
上述第一连接轴M 1和第二连接轴M 2平行设置，上述第一传动轴E 1和第 二传动轴E 2平行设置，上述第一连接轴M 1垂直于上述第一传动轴E 1，当杠杆H垂直于第一连接轴M 1和第二连接轴M 2时，上述第一传动轴E 1和第二传动轴E 2关于杠杆H对称设置。
为了更为具体地体现本发明，下面根据一种内燃机的具体结构来说明该内燃机的工作过程：
如图11所示，当第二气缸B做功，向下止点运动时，第一气缸A正在压缩空气，第三气缸C吸气，第四气缸D排气。当第一气缸A的活塞压缩快完成时，第一异形齿轮a 1处于即将啮合状态，第一异形齿轮a 1与第一传动齿a 11接触且未啮合，异形齿轮a 1的凹槽已经与支撑件b接触，如图14所示，控制了第一连接轴M 1和第二连接轴M 2，且第一异形齿轮a 1仍能正常转动，第一连接轴M 1仍能推动第一气缸A的活塞向其上止点运动，即第二气缸B的活塞向其下止点运动。第三异形齿轮a 2正常转动并控制第一连接轴M 1运动，第三异形齿轮a 2与第一传动齿a 11即将脱离。
当第一气缸A的活塞到达上止点时，第一异形齿轮a 1已与第一传动齿a 11完全啮合，如图15所示，并使第一连接轴M 1停止，第三异形齿轮a 2与第一传动齿a 11完全分离，此时，第一气缸A完成压缩，第三气缸C完成吸气，第四气缸D完成排气，第二气缸B完成做功。第一气缸A做功，第一气缸A的活塞推动第一连接轴M 1向第二气缸B的上止点运动，如图12所示，第一异形齿轮a 1与第一传动齿a 11接触，并推动第二气缸B的活塞到达上止点，如图13所示，两个第一传动轴E 1和两个第二传动轴E 2同步旋转，总共四个传动轴、八个异形齿轮，八个异形齿轮分为四组，每两组交替控制着第一连接轴M 1和第二连接轴M 2向相反方向往复运动，该过程在杠杆H的协调下进行。异形齿 轮每旋转一周，可推动四个气缸的活塞分别完成四个冲程，四个气缸的活塞依次轮流做功，相当于四个气缸串联，可对外连续、均匀地输出动力。
上述内燃机的润滑系统中，除了输送润滑油到活塞处的润滑结构，其他润滑结构可参考曲轴内燃机的润滑结构。
上述内燃机的供给系统、散热系统和气缸的配气结构也可参考曲轴内燃机，本发明实施例对此不做限定。
本发明的设计符合物理学定律：
相同的动能，相同的距离，动能在做直线运动时受到的阻力或损耗要比做曲线运动或弧线运动时受到的阻力或损耗小；
气缸所做的功传送到机体处的这段距离不允许有任何阻力，否则阻力越大，输出的有用功就越小；
本发明实施例提供的内燃机中，动能在毫无障碍的情况下做直线运动，把动能全部输出来，而曲轴内燃机中通过曲轴改变了运动方向，产生了损耗。
本发明实施例所提供的内燃机，无需增压，气缸也能达到最佳压缩比，使燃油有充分的燃烧时间。
本发明实施例所提供的内燃机，构造较简单、体积较小、重量较轻、发生故障的几率较小、零部件较少、通用性较高、节省燃油、成本较低，实现了节能环保、经济效益高，是曲轴内燃气的最佳替代品，值得推广和普及。
对所公开的实施例的上述说明，使本领域技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与 本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (10)

  1. 一种内燃机，其特征在于，包括：
    相对设置的第一气缸(A)和第二气缸(B)，以及相对设置的第三气缸(C)和第四气缸(D)；
    并排设置的第一连接轴(M 1)和第二连接轴(M 2)，所述第一连接轴(M 1)连接所述第一气缸(A)和第二气缸(B)的活塞杆，所述第二连接轴(M 2)连接所述第三气缸(C)和所述第四气缸(D)的活塞杆；
    通过第一传动机构连接且转动方向相反的第一传动轴(E 1)和第二传动轴(E 2)；
    其中，所述第一传动轴(E 1)和所述第二传动轴(E 2)沿所述第一连接轴(M 1)的轴向分布；
    所述第一连接轴(M 1)设有沿其轴向分布的第一传动齿(a 11)，所述第二连接轴(M 2)设有沿其轴向分布的第二传动齿，所述第一传动轴(E 1)设有能够与所述第一传动齿(a 11)啮合的第一异形齿轮(a 1)以及能够与所述第二传动齿啮合的第二异形齿轮，所述第二传动轴(E 2)设有能够与所述第一传动齿(a 11)啮合的第三异形齿轮(a 2)以及能够与所述第二传动齿啮合的第四异形齿轮；
    所述第一异形齿轮(a 1)和所述第三异形齿轮(a 2)交替与所述第一传动齿(a 11)啮合，所述第二异形齿轮和所述第四异形齿轮交替与所述第二传动齿啮合；且当所述第一异形齿轮(a 1)与所述第一传动齿(a 11)啮合时，所述第四异形齿轮与所述第二传动齿啮合。
  2. 根据权利要求1所述的内燃机，其特征在于，还包括：连接所述第一连接轴(M 1)和所述第二连接轴(M 2)且可摆动的杠杆(H)，所述杠杆(H)的摆动支撑点位于所述第一连接轴(M 1)和所述第二连接轴(M 2)之间，所述第一传动轴(E 1)和所述第二传动轴(E 2)分别位于所述杠杆(H)的两侧。
  3. 根据权利要求2所述的内燃机，其特征在于，所述第一连接轴(M 1)设有第一油道(Y 1)，所述第二连接轴(M 2)设有第二油道(Y 2)，所述杠杆(H)内设有第三油道(Y 3)，所述第三油道(Y 3)的两端分别与所述第一油道(Y 1)和所述第二油道(Y 2)连通，所述第一油道(Y 1)与所述第一气缸(A)和所述第二气缸(B)的输油结构连通，所述第二油道(Y 2)与所述第三气缸(C)和所述第四气缸(D)的输油结构连通。
  4. 根据权利要求1所述的内燃机，其特征在于，所述第一异形齿轮(a 1)、所述第二异形齿轮、所述第三异形齿轮(a 2)和所述第四异形齿轮均设有缓冲结构(a 10)，
    所述第一连接轴(M 1)和所述第二连接轴(M 2)均设有能够与所述缓冲结构(a 10)配合以起到缓冲作用的支撑件(b)，所述支撑件(b)与所述缓冲结构(a 10)一一对应；
    其中，所述支撑件(b)位于所述第一传动轴(E 1)和所述第二传动轴(E 2)之间。
  5. 根据权利要求4所述的内燃机，其特征在于，所述第一连接轴(M 1)上的所述支撑件(b)和所述第一传动齿(a 11)沿所述第一连接轴(M 1)的径向分布；所述第二连接轴(M 2)上的所述支撑件(b)和所述第二传动齿沿所述第二连接轴(M 2)的径向分布。
  6. 根据权利要求4所述的内燃机，其特征在于，所述缓冲结构(a 10)为凹槽，所述支撑件(b)为支撑板。
  7. 根据权利要求1所述的内燃机，其特征在于，所述第一传动轴(E 1)为两个，且分别位于所述第一连接轴(M 1)的两侧；所述第二传动轴(E 2)为两个，且分别位于所述第一连接轴(M 1)的两侧；
    两个所述第一传动轴(E 1)通过第二传动机构连接以使两个所述第一传动轴(E 1)同步转动且转动方向相反；
    两个所述第二传动轴(E 2)通过第三传动机构连接以使两个所述第二传动轴(E 2)同步转动且转动方向相反。
  8. 根据权利要求1所述的内燃机，其特征在于，所述第一异形齿轮(a 1)和所述第二异形齿轮、所述第三异形齿轮(a 2)和所述第四异形齿轮均包括：两个关于转动轴线对称设置的齿轮部，所述齿轮部呈扇形，且所述扇形所对应的圆心角为90°。
  9. 根据权利要求1所述的内燃机，其特征在于，所述第一传动齿(a 11)包括两个第一传动齿段，分别与第一异形齿轮(a 1)和第三异形齿轮(a 2)对应，第二传动齿包括两个第二传动齿段，分别与第二异形齿轮和第四异形齿轮对应。
  10. 根据权利要求1-9中任一项所述的内燃机，其特征在于，还包括：第一排气推杆(Z 11)，第一吸气推杆(Z 12)，第二排气推杆(Z 21)，第二吸气推杆(Z 22)，第三排气推杆(Z 31)，第三吸气推杆(Z 32)，第四排气推杆(Z 41)和第四吸气推杆(Z 42)；
    其中，一个所述第一传动轴(E 1)设有第一排气推动部(T 11)、第一吸气 推动部(T 12)、第二排气推动部(T 21)和第二吸气推动部(T 22)，一个所述第二传动轴(E 2)设有第三排气推动部(T 31)、第三吸气推动部(T 32)、第四排气推动部(T 41)和第四吸气推动部(T 42)；
    在所述第一传动轴(E 1)转动过程中，所述第一排气推动部(T 11)能够与所述第一排气推杆(Z 11)配合以打开和关闭所述第一气缸(A)的排气门、所述第一吸气推动部(T 12)与所述第一吸气推杆(Z 12)配合以打开和关闭所述第一气缸(A)的吸气门、所述第二排气推动部(T 21)能够与所述第二排气推杆(Z 21)配合以打开和关闭所述第三气缸(C)的排气门、所述第二吸气推动部(T 22)能够与所述第二吸气推杆(Z 22)配合以打开和关闭所述第三气缸(C)的吸气门；
    在所述第二传动轴(E 2)转动过程中，所述第三排气推动部(T 31)能够与所述第三排气推杆(Z 31)配合以打开和关闭所述第二气缸(B)的排气门、所述第三吸气推动部(T 32)能够与所述第三吸气推杆(Z 32)配合以打开和关闭所述第二气缸(B)的吸气门、所述第四排气推动部(T 41)能够与所述第四排气推杆(Z 41)配合以打开和关闭所述第四气缸(D)的排气门、所述第四吸气推动部(T 42)能够与所述第四吸气推杆(Z 42)配合以打开和关闭所述第四气缸(D)的吸气门。
PCT/CN2019/098093 2018-08-09 2019-07-29 内燃机 WO2020029822A1 (zh)

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