WO2021063202A1 - Moteur efficace à levier à double piston et son procédé de commande d'action - Google Patents

Moteur efficace à levier à double piston et son procédé de commande d'action Download PDF

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Publication number
WO2021063202A1
WO2021063202A1 PCT/CN2020/116419 CN2020116419W WO2021063202A1 WO 2021063202 A1 WO2021063202 A1 WO 2021063202A1 CN 2020116419 W CN2020116419 W CN 2020116419W WO 2021063202 A1 WO2021063202 A1 WO 2021063202A1
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WIPO (PCT)
Prior art keywords
piston
crankshaft
camshaft
dead center
driven
Prior art date
Application number
PCT/CN2020/116419
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English (en)
Chinese (zh)
Inventor
杜申记
Original Assignee
苏州向势机械技术有限公司
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
Priority claimed from CN201910941428.9A external-priority patent/CN110513192A/zh
Priority claimed from CN201921654995.8U external-priority patent/CN211314380U/zh
Application filed by 苏州向势机械技术有限公司 filed Critical 苏州向势机械技术有限公司
Publication of WO2021063202A1 publication Critical patent/WO2021063202A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/356—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear making the angular relationship oscillate, e.g. non-homokinetic drive
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • 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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/02—Gearings or mechanisms with other special functional features for conveying rotary motion with cyclically varying velocity ratio

Definitions

  • the invention belongs to the field of engines, and specifically relates to an internal combustion engine.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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)
  • the upper end of the piston 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.
  • the conversion efficiency of the crankshaft to this maximum thrust is Zero (the crankshaft cannot convert the maximum thrust into rotational power output).
  • 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.
  • 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 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.
  • 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.
  • the rotation speed ratio of the crankshaft gear and the conversion gear is 2:1.
  • 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.
  • 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.
  • the groove shape of the groove matches the outer contour of the camshaft.
  • 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.
  • 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;
  • crankshaft rotates under the action of inertia to push the present piston to move upward.
  • 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
  • the crankshaft rotates under the action of inertia to drive the present piston to move down.
  • the camshaft mechanism simultaneously pushes the top piston to the proximal position and accelerates it.
  • 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
  • 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.
  • 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.
  • the piston 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.
  • 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).
  • the rotation speed ratio of the crankshaft gear 10 and the conversion gear 9 is 2:1.
  • 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.
  • 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.
  • 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:
  • crankshaft 2 rotates under the action of inertia, pushing the present piston 4 to move upwards.
  • 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;
  • the crankshaft 2 rotates under the action of inertia to drive the present piston 4 to move downwards.
  • the camshaft mechanism simultaneously pushes the top piston 5 to the proximal position and accelerates it.
  • 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.
  • 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 proximal position refers to the highest point of the lift of the camshaft 6 of the camshaft mechanism.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur efficace à levier à double piston efficace comprenant un corps de cylindre de moteur (1), un vilebrequin (2) étant disposé dans le corps de cylindre de moteur (1), le vilebrequin (2) étant relié à un piston de corps (4) au moyen d'une bielle (3), un piston supérieur (5) étant en outre disposé dans le corps de cylindre de moteur (1), et le piston supérieur (5) étant entraîné par un mécanisme d'arbre à cames. Lorsqu'une course de puissance du moteur commence, le piston de corps (4) est situé au niveau d'une position de point mort haut, le vilebrequin (2) entraîne le piston de corps (4) pour commencer à se déplacer vers le point mort bas sous l'action d'une inertie, et le mécanisme d'arbre à cames commence à accélérer de façon à pousser le piston supérieur (5) vers le bas. Lorsque le vilebrequin (2) atteint un angle déterminé, le piston supérieur (5) est accéléré pour être poussé vers une position d'extrémité proche, un espace de compression fermé et étroit est formé entre les deux pistons, et le carburant brûle instantanément pour générer la poussée maximale pour pousser le piston de corps (4) pour se déplacer vers le bas, et le vilebrequin (2) présente de manière synchrone un certain angle, de telle sorte qu'un effet de levier est généré, et la poussée maximale est efficacement convertie en énergie cinétique de rotation à produire.
PCT/CN2020/116419 2019-09-30 2020-09-21 Moteur efficace à levier à double piston et son procédé de commande d'action WO2021063202A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201910941428.9 2019-09-30
CN201910941428.9A CN110513192A (zh) 2019-09-30 2019-09-30 一种双活塞杠杆高效发动机及其做功控制方法
CN201921654995.8U CN211314380U (zh) 2019-09-30 2019-09-30 一种双活塞杠杆高效发动机
CN201921654995.8 2019-09-30

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WO2021063202A1 true WO2021063202A1 (fr) 2021-04-08

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Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5685527A (en) * 1979-12-15 1981-07-11 Takaaki Moriya Double piston combustion chamber moving type internal combustion engine
EP0128539A2 (fr) * 1983-06-13 1984-12-19 Michael Dr.-Ing. Schyma Mode opératoire à quatre temps pour l'opération d'un moteur à combustion interne avec piston auxiliaire et moteur à cet effet
US5199393A (en) * 1991-06-11 1993-04-06 Lando Baldassini Timing apparatus for a four-stroke engine with camshafts running at differentiated angular rotation
US20030150315A1 (en) * 2002-02-11 2003-08-14 Li-Chen Lin Cam gear punch
JP2006177333A (ja) * 2004-12-22 2006-07-06 Masayuki Ando ２ピストン式４サイクルエンジン
CN103807015A (zh) * 2014-02-23 2014-05-21 蔣宗銓 一种高节油发动机
CN205225453U (zh) * 2015-07-07 2016-05-11 吕建伟 变容增压式高效发动机
CN107489754A (zh) * 2017-09-26 2017-12-19 南京工程学院 匀‑变速齿轮及其主动设计方法
CN110513192A (zh) * 2019-09-30 2019-11-29 苏州向势机械技术有限公司 一种双活塞杠杆高效发动机及其做功控制方法
CN211314380U (zh) * 2019-09-30 2020-08-21 苏州向势机械技术有限公司 一种双活塞杠杆高效发动机

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5685527A (en) * 1979-12-15 1981-07-11 Takaaki Moriya Double piston combustion chamber moving type internal combustion engine
EP0128539A2 (fr) * 1983-06-13 1984-12-19 Michael Dr.-Ing. Schyma Mode opératoire à quatre temps pour l'opération d'un moteur à combustion interne avec piston auxiliaire et moteur à cet effet
US5199393A (en) * 1991-06-11 1993-04-06 Lando Baldassini Timing apparatus for a four-stroke engine with camshafts running at differentiated angular rotation
US20030150315A1 (en) * 2002-02-11 2003-08-14 Li-Chen Lin Cam gear punch
JP2006177333A (ja) * 2004-12-22 2006-07-06 Masayuki Ando ２ピストン式４サイクルエンジン
CN103807015A (zh) * 2014-02-23 2014-05-21 蔣宗銓 一种高节油发动机
CN205225453U (zh) * 2015-07-07 2016-05-11 吕建伟 变容增压式高效发动机
CN107489754A (zh) * 2017-09-26 2017-12-19 南京工程学院 匀‑变速齿轮及其主动设计方法
CN110513192A (zh) * 2019-09-30 2019-11-29 苏州向势机械技术有限公司 一种双活塞杠杆高效发动机及其做功控制方法
CN211314380U (zh) * 2019-09-30 2020-08-21 苏州向势机械技术有限公司 一种双活塞杠杆高效发动机

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