WO2021063202A1

WO2021063202A1 - Double-piston lever efficient engine and acting control method therefor

Info

Publication number: WO2021063202A1
Application number: PCT/CN2020/116419
Authority: WO
Inventors: 杜申记
Original assignee: 苏州向势机械技术有限公司
Priority date: 2019-09-30
Filing date: 2020-09-21
Publication date: 2021-04-08

Abstract

Disclosed is a double-piston lever efficient engine, comprising an engine cylinder body (1), wherein a crankshaft (2) is arranged in the engine cylinder body (1), the crankshaft (2) is connected to a body piston (4) by means of a connecting rod (3), a top piston (5) is further arranged in the engine cylinder body (1), and the top piston (5) is driven by a camshaft mechanism. When a power stroke of the engine starts, the body piston (4) is located at a top dead center position, the crankshaft (2) drives the body piston (4) to start to move towards the bottom dead center under the action of inertia, and the camshaft mechanism synchronously starts to accelerate to push the top piston (5) downwards. When the crankshaft (2) reaches a set angle, the top piston (5) is accelerated to be pushed to a near-end position, a closed and narrow compression space is formed between the two pistons, and fuel burns instantly to generate the maximum thrust to push the body piston (4) to move downwards, and the crankshaft (2) synchronously has a certain angle, such that a lever effect is generated, and the maximum thrust is efficiently converted into kinetic energy of rotation to be output.

Description

A double-piston lever high-efficiency engine and its work control method

Technical field

The invention belongs to the field of engines, and specifically relates to an internal combustion engine.

Background technique

As we all know, the internal combustion engine burns fuel instantaneously in the enclosed space formed by the cylinder barrel, cylinder head, and piston. The high-pressure, high-temperature gas generated pushes the piston to realize the conversion of internal energy to kinetic energy. See Figure 1 for its basic structure. In order to meet the three conditions required for combustion, fuel, oxygen, and ignition point, the internal combustion engine uses four strokes of suction, compression, work, and exhaust as a working cycle. The crankshaft rotates twice in a working cycle, and the power stroke completes one energy conversion. Remarks: The crankshaft and the piston are connected by connecting rods, and the operation of the two parts is synchronized. That is, when the crankshaft is at the top dead center or bottom dead center position, the piston is synchronized at the top dead center or bottom dead center position, and the force on both ends of the connecting rod is equal.

The following briefly introduces the work process of the existing internal combustion engine:

1) Inhalation stroke: the crankshaft rotates under the action of external force inertia, and drives the piston to move downward from the top dead center, the intake valve opens, and the air and fuel mixture is sucked in (the diesel engine only sucks in air) until the bottom dead center. The door closes and the inspiratory stroke ends.

2) Compression stroke: The crankshaft rotates under the action of external force inertia, pushing the piston upward from bottom dead center, compressing the inhaled gas, until the top dead center, the compression stroke ends.

3) Power stroke: the crankshaft rotates, the piston is at the dead center position, the fuel is burned in a closed, narrow compression space, and the fuel is instantly burned to produce high-pressure and high-temperature gas to push the piston down, and the piston converts the downward thrust into the crankshaft through the connecting rod. The rotational force of the power is output to the outside until the bottom dead center, and the power stroke ends.

4) Exhaust stroke: The crankshaft rotates under the action of external force inertia, pushing the piston upward from bottom dead center, the exhaust valve opens, and exhausts the exhaust gas generated by combustion, until the top dead center, the exhaust valve closes, and the exhaust stroke ends .

During the power stroke, the piston reciprocates in the cylinder, and the crankshaft takes the main journal as its center and the distance between the main journal and the connecting rod journal as its radius to make a rotary motion.

Analyze the power stroke:

Piston: At the beginning of the power stroke, the piston and the crankshaft are synchronized at the top dead center position. The upper end of the piston is a closed, narrow compression space. At this time, the fuel burns instantly, producing high-pressure and high-temperature gas, which pushes the piston down. While the gas pushes the piston down, the closed space at the upper end of the piston increases, the gas expands, the pressure decreases, and the thrust on the piston continues to decrease.

Crankshaft: At the beginning of the power stroke, the crankshaft is at the top dead center position, the center point of the crankshaft main journal, the center point of the connecting rod journal, and the center point of the piston pin. The three points are on a vertical line (the center point of the cylinder barrel and the main journal of the crankshaft) On the straight line of the center point of the circle), the upper end of the piston is closed and in a small compression space, the fuel is burned instantly, and the gas pressure generated is the highest, and the thrust on the piston is also the largest. Instead, because the center point (the center point of the crankshaft main journal), the rotation point (the center point of the connecting rod journal) and the thrust point (the center point of the piston pin) are on a vertical line, the conversion efficiency of the crankshaft to this maximum thrust is Zero (the crankshaft cannot convert the maximum thrust into rotational power output). And as the power stroke continues to rotate the crankshaft, the center point, the rotation point and the thrust point, the three points form a triangle. The center point of the crankshaft and the point of rotation form a change in the amount of power during the rotation of the lever. That is, the conversion efficiency of the power stroke crankshaft to the piston push.

According to the above analysis, when the prior art internal combustion engine is working on the power stroke, the thrust of the gas on the piston is continuously reduced from large to small, while the transformation process of the crankshaft on the thrust is from small to large to small. process. In this case, it can be found that the maximum thrust cannot obtain the maximum comparison efficiency. At present, in order to obtain greater power output in the prior art, technologies such as supercharging, supercharging and inter-cooling, four-valve, in-cylinder direct injection, and variable compression ratio are commonly used, which only increase the combustion ratio during the power stroke. , To obtain greater combustion pressure (thrust), but ignore the lever change between the crankshaft from top dead center (0 degrees) to bottom dead center (180 degrees), miss the use of the principle of lever in the power stroke, reduce Conversion efficiency of crankshaft to piston thrust.

Summary of the invention

In order to overcome the deficiencies in the prior art, the purpose of the present invention is to provide a dual-piston lever high-efficiency engine, which has two pistons and can efficiently convert the maximum thrust into rotational kinetic energy output.

A closed and narrow space is formed between the pistons. At the same time, fuel combustion produces the greatest thrust. The thrust makes the piston move downwards. Synchronizing the crankshaft at a certain angle will produce a lever effect, which efficiently converts the greatest thrust into rotational kinetic energy. Output.

In order to achieve the above technical objectives and achieve the above technical effects, the present invention is achieved through the following technical solutions:

A double-piston lever high-efficiency engine, comprising an engine cylinder, a crankshaft is arranged in the engine cylinder, the crankshaft is connected to a piston through a connecting rod, and a top piston is also arranged in the engine cylinder. The top piston is driven by a camshaft mechanism.

Further, the camshaft mechanism includes a camshaft, the camshaft is driven by a spiral reducing driven gear, the spiral reducing driven gear is driven by a spiral reducing drive wheel, the spiral reducing drive The wheels are driven by a conversion gear, the conversion gear is driven by a crank gear, and the crank gear is arranged on the crankshaft.

Further, the rotation speed ratio of the crankshaft gear and the conversion gear is 2:1.

Further, the camshaft is in close contact with a roller, the roller is rotatably arranged on a roller bracket, the bottom end of the roller bracket is fixedly connected with a top piston rod, the top piston rod and the top piston connection.

Further, the camshaft mechanism further includes a concave wheel disc assembly, the concave wheel disc assembly includes a pair of concave wheel discs fixed on a rotating shaft, on opposite end surfaces of the pair of concave wheel discs A pair of symmetrical grooves are provided, the roller bracket is located between the pair of concave wheel discs, and the two brackets of the roller bracket are respectively erected in the pair of grooves; the camshaft is fixed in the The rotating shaft is located between the pair of concave wheel discs, and the concave wheel disc assembly is connected to the spiral variable diameter driven gear through the rotating shaft.

Further, the groove shape of the groove matches the outer contour of the camshaft.

Further, an intake valve and an exhaust valve are respectively provided on both sides of the engine cylinder, and the intake valve and the exhaust valve are connected to the valve mechanism of the engine, and the intake valve and the exhaust valve are connected to the valve mechanism of the engine. The exhaust valves are respectively located at the upper positions when the local piston is at the top dead center position; the top dead center position refers to the highest point position that the local piston can move to in the cylinder.

Another objective of the present invention is to provide a work control method for a dual-piston lever high-efficiency engine, which includes the following steps:

Step 1) Inspiratory stroke,

When the present piston is at the top dead center position, the crankshaft rotates under the action of external force inertia to drive the present piston to move downward, and at this time the top piston remains at the distal position; the intake valve Open, intake air and fuel until the piston moves to the bottom dead center position, the intake valve is closed, and the intake stroke ends;

Step 2) Compression stroke,

The crankshaft rotates under the action of inertia to push the present piston to move upward. At this time, the top piston remains unchanged at the distal end position, compressing the inhaled gas until the present piston moves to the top dead center position, compressing End of stroke

Step 3) Work stroke,

The crankshaft rotates under the action of inertia to drive the present piston to move down. At this time, the camshaft mechanism simultaneously pushes the top piston to the proximal position and accelerates it. When the crankshaft rotates to an angle , The top piston also accelerates to the proximal position synchronously; when a closed, narrow compression space is formed between the top piston and the present piston, at the same time, the fuel is instantly burned to produce high-pressure, high-temperature gas, which affects the present piston A strong thrust is generated until the main piston moves to the bottom dead center, and the power stroke ends; when the crankshaft rotates to 150° in the power stroke, the top piston starts to return far End position

Step 4) Exhaust stroke,

The crankshaft rotates under the action of inertia, the top piston returns to the distal position, the exhaust valve is opened, and the crankshaft pushes the local piston to move upwards and exhausts exhaust gas until the local piston moves to the top dead center. , The exhaust valve is closed and the exhaust stroke ends;

The top dead center position refers to the highest point position that the piston can move to in the cylinder;

The bottom dead center position refers to the lowest position that the piston can move to in the cylinder;

The distal position refers to the lowest point of the camshaft lift of the camshaft mechanism;

The proximal position refers to the highest point of the camshaft lift of the camshaft mechanism.

Compared with the prior art, the beneficial effects of the present invention are as follows:

The present invention removes the cylinder head of the existing internal combustion engine, lengthens the original cylinder, and installs a piston in the elongated cylinder, which is driven by a camshaft mechanism, and the air distribution mechanism is designed at the top dead center of the piston on both sides of the cylinder. Above. At the beginning of the power stroke of the engine of the present invention, the piston is at the top dead center position. At this time, the working conditions are not available (fuel does not start to burn). The crankshaft drives the piston to start running at the bottom dead center under the action of inertia, and at the same time synchronizes the camshaft The mechanism starts to accelerate the pushing of the top piston to the proximal position. When the crankshaft rotates to the set angle, the top piston accelerates to the proximal position, forming a closed, narrow compression space between the two pistons, and the instantaneous fuel combustion produces the maximum The thrust force pushes the piston downward, and the synchronous crankshaft has a certain angle, which will produce a lever effect, which efficiently converts the maximum thrust into rotational kinetic energy output.

The above description is only an overview of the technical solution of the present invention. In order to understand the technical means of the present invention more clearly and implement it in accordance with the content of the description, the preferred embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings. The specific implementation of the present invention is given in detail by the following embodiments and the accompanying drawings.

Description of the drawings

The drawings described here are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention, and do not constitute an improper limitation of the present invention. In the attached picture:

Fig. 1 is a schematic diagram of the structure of an existing internal combustion engine.

Figure 2 is a schematic diagram of the structure of the dual-piston lever high-efficiency engine of the present invention (power stroke, the piston is at the top dead center position).

Figure 3 is a schematic diagram of the structure of the cylinder block of the dual-piston lever high-efficiency engine of the present invention (when the piston is angled in the power stroke, fuel burns and internal energy efficiently converts kinetic energy).

Fig. 4 is a schematic structural diagram of the concave wheel disc assembly of the dual-piston lever high-efficiency engine of the present invention.

Detailed ways

Hereinafter, the present invention will be described in detail with reference to the drawings and in conjunction with the embodiments.

Example one:

As shown in Figures 2-3, a dual-piston lever high-efficiency engine includes an engine cylinder block 1. A crankshaft 2 is provided in the engine cylinder block 1. The crankshaft 2 is connected to a piston 4 through a connecting rod 3. The engine cylinder 1 is also provided with a top piston 5, and the top piston 5 is driven by a camshaft mechanism.

Further, the camshaft mechanism includes a camshaft 6, the camshaft 6 is driven by a spiral reducing driven gear 7, and the spiral reducing driven gear 7 is driven by a spiral reducing drive wheel 8, so The spiral reducing drive wheel 8 is driven by a conversion gear 9, and the conversion gear 9 is driven by a crankshaft gear 10, and the crankshaft gear 10 is arranged on the crankshaft 2.

Further, the rotation speed ratio of the crankshaft gear 10 and the conversion gear 9 is 2:1.

Further, the camshaft 6 is in close contact with a roller 501, the roller 501 is rotatably arranged on a roller bracket 11, the bottom end of the roller bracket 11 is fixedly connected with a top piston rod 502, the top piston The rod 502 is connected to the top piston 5.

Further, referring to FIG. 4, the camshaft mechanism further includes a concave wheel disc assembly. The concave wheel disc assembly includes a pair of concave wheel discs 1201 fixed on a rotating shaft 1203. A pair of symmetrical grooves 1202 are opened on the opposite end surfaces of the concave wheel disc 1201, the roller bracket 11 is located between the pair of concave wheel discs 1201, and the two brackets of the roller bracket 11 are respectively erected on the In a pair of grooves 1202; the camshaft 6 is fixed on the rotating shaft 1203 and is located between the pair of concave wheel discs 1201, and the concave wheel disc assembly is connected to the spiral reducer through the rotating shaft 1203 Driven gear 7.

Further, the groove shape of the groove 1202 matches the outer contour of the camshaft 6.

Further, an intake valve 101 and an exhaust valve 102 are respectively provided on both sides of the engine cylinder block 1, and the intake valve 101 and the exhaust valve 102 are connected to the valve train of the engine. The intake valve 101 and the exhaust valve 102 are respectively located at the upper position when the present piston 5 is at the top dead center position; the top dead center position refers to the highest position that the present piston 5 can move in the cylinder. Point location.

Embodiment two:

Step 1) Inspiratory stroke,

When the present piston 4 is at the top dead center position, the crankshaft 2 rotates under the inertia of the external force to drive the present piston 4 to move downwards. At this time, the top piston 5 remains at the distal position; The intake valve 101 is opened, air and fuel are sucked in until the present piston 4 moves to the bottom dead center position, the intake valve 101 is closed, and the intake stroke ends;

Step 2) Compression stroke,

The crankshaft 2 rotates under the action of inertia, pushing the present piston 4 to move upwards. At this time, the top piston 5 remains unchanged at the distal end position, compressing the inhaled gas until the present piston 4 moves to the top stop. Point at the end of the compression stroke;

Step 3) Work stroke,

The crankshaft 2 rotates under the action of inertia to drive the present piston 4 to move downwards. At this time, the camshaft mechanism simultaneously pushes the top piston 5 to the proximal position and accelerates it. When the crankshaft 2 rotates When the set angle is reached, the top piston 5 also accelerates to the proximal position synchronously; when a closed, narrow compression space is formed between the top piston 5 and the present piston 4, the fuel burns instantly to produce high pressure, The high-temperature gas produces a strong thrust on the piston 4, and the crankshaft 2 is pushed by the connecting rod 3 and at the set angle of the crankshaft 2, the thrust of the piston 4 is exerted by the lever effect. Efficiently transform into the rotational power of the crankshaft 2 until the piston 4 moves to the bottom dead center and the work stroke ends; when the crankshaft 2 rotates to 150 degrees, when the piston 4 approaches the bottom dead center, the top piston 5 is at the bottom dead center. The camshaft mechanism starts to return to the distal position under the pulling of the camshaft disk;

Step 4) Exhaust stroke,

The crankshaft 2 rotates under the action of inertia, the top piston 5 returns to the distal position, the exhaust valve 102 is opened, and the crankshaft 2 pushes the local piston 4 to move upwards to discharge exhaust gas until the The piston 4 moves to the top dead center, the exhaust valve 102 is closed, and the exhaust stroke ends;

The top dead center position refers to the highest position that the piston 4 can move to in the cylinder;

The bottom dead center position refers to the lowest point position that the piston 4 can move to in the cylinder;

The distal position refers to the lowest point of the lift of the camshaft 6 of the camshaft mechanism;

The proximal position refers to the highest point of the lift of the camshaft 6 of the camshaft mechanism.

The above descriptions are only preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

A dual-piston lever high-efficiency engine, comprising an engine cylinder (1), a crankshaft (2) is arranged in the engine cylinder (1), and the crankshaft (2) is connected to a piston (2) through a connecting rod (3). 4), characterized in that: the engine cylinder (1) is also provided with a top piston (5), and the top piston (5) is driven by a camshaft mechanism.
The dual-piston lever high-efficiency engine according to claim 1, characterized in that: the camshaft mechanism comprises a camshaft (6), and the camshaft (6) is driven by a helical variable-diameter driven gear (7), The spiral variable diameter driven gear (7) is driven by a spiral variable diameter drive wheel (8), the spiral variable diameter drive wheel (8) is driven by a conversion gear (9), and the conversion gear (9) is driven by A crankshaft gear (10) is driven, and the crankshaft gear (10) is arranged on the crankshaft (2).
The dual-piston lever high-efficiency engine according to claim 2, characterized in that the rotation speed ratio of the crankshaft gear (10) and the conversion gear (9) is 2:1.
The dual-piston lever high-efficiency engine according to claim 2, characterized in that: the camshaft (6) is in close contact with a roller (501), and the roller (501) is rotatably arranged on a roller bracket (11) Above, the bottom end of the roller bracket (11) is fixedly connected with a top piston rod (502), and the top piston rod (502) is connected with the top piston (5).
The dual-piston lever high-efficiency engine according to claim 4, characterized in that: the camshaft mechanism further comprises a concave wheel disc assembly, and the concave wheel disc assembly comprises a pair fixed on a rotating shaft (1203). A concave wheel disc (1201), a pair of symmetrical grooves (1202) are opened on the opposite end faces of the pair of concave wheel discs (1201), and the roller bracket (11) is located on the pair of concave wheel discs (1201). (1201), the two brackets of the roller bracket (11) are respectively erected in the pair of grooves (1202); the camshaft (6) is fixed on the rotating shaft (1203) and is located at the Between the aforementioned pair of concave wheel discs (1201), the concave wheel disc assembly is connected to the spiral variable diameter driven gear (7) through the rotating shaft (1203).
The dual-piston lever high-efficiency engine according to claim 5, characterized in that the groove shape of the groove (1202) matches the outer contour of the camshaft (6).
The dual-piston lever high-efficiency engine according to claim 1, characterized in that: an intake valve (101) and an exhaust valve (102) are respectively provided on both sides of the engine cylinder (1), and the intake valve (101) and the exhaust valve (102) are connected to the valve train of the engine, and the intake valve (101) and the exhaust valve (102) are respectively located on the upper side of the present piston (5) The upper position at the dead center position; the top dead center position refers to the highest position that the piston (5) can move in the cylinder.
A work control method for a dual-piston lever high-efficiency engine is characterized in that it comprises the following steps:

Step 1) Inspiratory stroke,

When the present piston (4) is at the top dead center position, the crankshaft (2) rotates under the action of external force inertia to drive the present piston (4) to move downwards. At this time, the top piston (5) ) Remain at the distal position; the intake valve (101) is opened, air and fuel are sucked in until the piston (4) moves to the bottom dead center position, the intake valve (101) is closed, and the intake stroke the end;

Step 2) Compression stroke,

The crankshaft (2) rotates under the action of inertia, pushing the present piston (4) to move upwards. At this time, the top piston (5) remains unchanged at the distal end position, compressing the inhaled gas until the The piston (4) moves to the top dead center position, and the compression stroke ends;

Step 3) Work stroke,

The crankshaft (2) rotates under the action of inertia to drive the present piston (4) to move downwards. At this time, the camshaft mechanism simultaneously pushes the top piston (5) to the proximal position and accelerates and pushes forward simultaneously. When the crankshaft (2) rotates to an angle, the top piston (5) also accelerates to the proximal position synchronously; when the top piston (5) and the present piston (4) form an airtight, In a small compression space, the fuel is instantly burned to produce high-pressure, high-temperature gas, which generates a strong thrust on the piston (4) until the piston (4) moves to the bottom dead center, and the power stroke ends;

Step 4) Exhaust stroke,

The crankshaft (2) rotates under the action of inertia, the top piston (5) returns to the distal position, the exhaust valve (102) opens, and the crankshaft (2) pushes the present piston (4) upward Run, exhaust exhaust gas, until the present piston (4) moves to the top dead center, the exhaust valve (102) is closed, and the exhaust stroke ends;

The top dead center position refers to the highest point position that the piston (4) can move in the cylinder;

The bottom dead center position refers to the lowest point position that the piston (4) can move to in the cylinder;

The distal position refers to the lowest point of the lift of the camshaft (6) of the camshaft mechanism;

The proximal position refers to the highest point of the lift of the camshaft (6) of the camshaft mechanism.