CN106907237A - A kind of horizontally-opposed d-axis high speed air cooling engine - Google Patents

Abstract

The invention provides a horizontally opposed straight-shaft high-speed air-cooled engine, which includes a transmission assembly, which is installed in the headstock; cylinder assemblies are installed on both sides of the headstock, and the cylinder assemblies are horizontally opposed and installed in the headstock Above, the cylinder assembly is connected with the transmission assembly as the power part of the transmission assembly. In the present invention, the crankshaft is replaced by the straight shaft, and the power generated by the cylinder is transmitted to the direct shaft through gears to prevent the main shaft from being shaken by the thrust of the piston. The main shaft and the piston are connected by gears, so that the main shaft can be adjusted by adjusting the transmission ratio between the gears The output speed of the main shaft enables the main shaft to achieve high-speed output; the engine noise is greatly reduced, and the wear of the main shaft is also relatively reduced. Drive the air intake and oil intake of the cylinder in advance, so that the engine cylinder can be ignited in advance to output power.

Description

A horizontally opposed direct-shaft high-speed air-cooled engine

technical field

The invention relates to the field of power transmission, in particular to a horizontally opposed straight-shaft high-speed air-cooled engine.

Background technique

Present engine all uses crankshaft as output shaft, and piston is also directly worked on the crankshaft, for reducing the centrifugal force produced during crankshaft mass and motion, crankshaft journal is often made hollow. There are oil holes on the surface of each journal to introduce or extract oil to lubricate the surface of the journal. In order to reduce stress concentration, the joints of main journal, crank pin and crank arm are all connected by transitional arcs, which makes the crankshaft machining process cumbersome and cannot be processed in one piece. The hollow crankshaft also reduces the strength of the crankshaft to a certain extent; the existing engine Ignition mechanism, conventionally known VVT (Variable Valve Timing) changes the phase (crank angle) of opening/closing of the intake valve or exhaust valve by detecting the camshaft phase condition through a sensor measuring deviation. Generally, in a variable valve timing device, the phase is changed by rotating a camshaft, which opens/closes an intake valve or an exhaust valve, relative to a sprocket or the like. The camshaft is rotated by an actuator such as a hydraulic mechanism or an electric motor. A problem with the hydraulic variable valve timing device is that the control accuracy of the variable valve timing deteriorates as the hydraulic pressure drops or the responsiveness of the hydraulic control decreases in cold weather or at the start of engine operation. Combustion engines have employed various mechanisms to vary the relative timing between the camshaft and crankshaft to improve engine performance or reduce emissions. Most of these variable camshaft timing (VCT) mechanisms use one or more "vane phasers" on the engine camshaft (or camshafts in a multi-cam engine). A vane phaser has a rotor with one or more vanes mounted to the end of the camshaft surrounded by a housing assembly with vane chambers mounted on These leaves are indoors. It is possible to mount the blades to the housing assembly and also fit into the cavities of the rotor assembly. The outer circumference of the housing forms a sprocket, pulley or gear to receive drive, usually from the crankshaft, or possibly another camshaft in a multi-cam engine, via a chain, belt or gears. Apart from such camshaft torque actuated (CTA) variable camshaft timing (VCT) systems, the main hydraulic VCT systems operate on two principles - oil pressure actuated (OPA) or torque assist (TA). In an oil-actuated VCT system, an oil control valve (OCV) directs engine oil pressure to one working chamber in the VCT phaser while exhausting the opposite working chamber bounded by the housing, rotor and vanes. This creates a pressure differential across the vane(s) to hydraulically push the VCT phaser in one direction or the other. Changing the valve to neutral or moving to the null position exerts equal pressure on the opposite side of the vane and holds the phaser in either intermediate position. If the phaser is moved in one direction so that the valves open or close faster then the phaser is said to be advanced, whereas if the phaser is moved in one direction so that the valves will open or close later, The phaser is then said to be delayed. Torque assist (TA) systems operate on a similar principle, except that the torque assist system has one or more check valves to prevent the VCT phaser from moving in the opposite direction as commanded, which would cause a reaction force ( such as torque). The problem with the OPA or TA system is that the oil control valve defaults to a position that drains all oil from the advance or retard working chamber and fills the opposite chamber. In this mode, the phaser defaults to moving in one direction to a limit stop where the locking pin engages. During an engine start cycle when the engine is not developing any oil pressure, the OPA or TA system cannot direct the VCT phaser to any other position. This restricts the phaser to only being able to move in one direction in the default mode. In the past, this was acceptable because at engine shutdown and during engine start, the VCT phaser would be commanded to lock at one of the extreme travel stops (either fully advanced or fully retarded). However, recent calibration work has demonstrated that there is considerable benefit in starting the engine with the VCT system in some intermediate position rather than at an extreme stop.

Contents of the invention

In order to solve the above technical problems, the present invention provides a horizontally opposed direct-shaft high-speed air-cooled engine. The horizontally opposed direct-shaft high-speed air-cooled engine does not use a crankshaft as an output shaft, and connects gears eccentrically through pistons. The engine output shaft is driven by a gear.

The present invention is achieved through the following technical solutions.

The invention provides a horizontally opposed direct-shaft high-speed air-cooled engine, which includes a transmission assembly installed in the headstock; cylinder assemblies are installed on both sides of the headstock, and the cylinder assemblies are horizontally opposed and installed in the headstock Above, the cylinder assembly is connected with the transmission assembly as the power part of the transmission assembly.

A plurality of support seats and working grooves are arranged alternately in the middle of the headstock, bearing grooves are arranged at both ends of the support seats, and flywheel grooves and timing tooth grooves are respectively arranged at both ends of the headstock.

The transmission assembly includes the main shaft of the output shaft. The power of the main shaft comes from the driving gear engaged with it through the main shaft transmission gear. The driving gear is driven by the piston in the cylinder assembly. The two ends of the main shaft are respectively equipped with a flywheel and a timing The transmission gear is in the flywheel groove and the timing tooth groove, and the timing transmission gear is engaged with the timing gear, and the timing gear is supported and installed on the support seat through the support bearing, and the output end of the main shaft is arranged at the flywheel rear end.

The transmission shaft of the cylinder is a spline shaft, one end of the transmission shaft of the cylinder is set as a helical spline, and the timing gear is installed on the helical spline.

The main shaft is meshed with the driving gear through the main shaft transmission gear, and the main shaft transmission gear and the driving gear have the same number and an even number.

The driving gear is supported between two adjacent support seats through a rotating shaft, and the piston is hinged between the two adjacent driving gears through a connecting rod shaft.

The driving gears are connected by connecting rod shafts to form a group, and the outer ends of the two driving gears in each group are fixedly connected with counterweights, and the weight of the counterweights gradually decreases around the center of the driving gear. opposite end of the shaft.

The timing gear is provided with a chute, the chute is inclined towards the outer end of the shaft, and a sliding part is installed in the chute, and the outer end of the timing gear has a return spring installed on the cylinder drive shaft, and the other end of the return spring is connected to the cylinder drive shaft. The inner end faces of the case cover are in contact.

The output end of the main shaft extends out of the main shaft box and is directly driven to the gearbox.

The cylinder assembly includes a piston hinged with the connecting rod shaft, the piston is installed in the cylinder, and an oil pump is installed on the upper end of the cylinder, and the oil pump is driven by the engagement of the oil pump drive gear with the oil pump transmission gear. The cylinder assembly also includes an air distribution assembly, which passes through Its internal transmission parts are driven, and the transmission parts are meshed by driven gears and transmission helical gears on the cylinder transmission shaft.

The beneficial effect of the present invention is that the crankshaft is replaced by the straight shaft, and the power generated by the cylinder is transmitted to the direct shaft through the gear to prevent the main shaft from being vibrated by the thrust of the piston. The transmission ratio of the main shaft is adjusted to adjust the output speed of the main shaft, so that the main shaft can achieve high-speed output; the main shaft rotates more smoothly without the interference of the piston thrust, which greatly reduces the engine noise, and the main shaft wear is also relatively reduced, so that the engine runs more reliably and has a longer service life. Elongated; the timing gear can slide on the support shaft through centrifugal force during the operation, so that the timing gear can drive the cylinder air intake and oil intake in advance during the engine operation process, so that the engine cylinder can ignite and output power in advance. The advance of the application Timing can control air distribution and fuel supply at the same time, and can automatically adjust the timing of advance timing ignition according to the engine speed.

Description of drawings

Fig. 1 is a structural representation of the present invention;

Fig. 2 is the sectional structure schematic diagram of the present invention;

Fig. 3 is the A-A direction sectional view of Fig. 1 of the present invention;

Fig. 4 is a structural diagram of the transmission assembly of the present invention;

Fig. 5 is a structural diagram of an embodiment of the present invention;

In the figure: 1-headstock, 11-support seat, 111-bearing groove, 12-working groove, 121 cylinder excuse, 13-flywheel groove, 131-flywheel, 14-timing tooth groove, 2-cylinder assembly, 21 piston , 22-cylinder, 23-transmission components, 231-driven gear, 24-oil pump, 241-oil pump drive gear, 25-gas distribution assembly, 3-box cover, 4-transmission assembly, 41-spindle, 411-spindle drive Gear, 412-main shaft support bearing, 413-timing transmission gear, 414-intermediate gear, 415-output shaft, 416-output gear, 42-cylinder transmission shaft, 421-timing gear, 4211-chute, 4212-slide Parts, 422-return spring, 423-transmission helical gear, 424-snap ring groove, 425-support bearing, 426-oil pump transmission tooth, 43-driving gear, 431-counterweight, 44-connecting rod shaft.

detailed description

The technical solution of the present invention is further described below, but the scope of protection is not limited to the description.

A horizontally opposed direct-shaft high-speed air-cooled engine, including a transmission assembly 4, the transmission assembly 4 is installed in the headstock 1; cylinder assemblies 2 are installed on both sides of the headstock 1, and the cylinder assemblies 2 are horizontally opposed and installed in the On the headstock 1 , the cylinder assembly 2 is connected with the transmission assembly 4 as the power part of the transmission assembly 4 . A set of transmission assembly 4 is installed in each working groove 12 of the headstock, the transmission assembly 4 is driven by the cylinder assembly 2, and the output power is replaced by a direct shaft to make the engine power output smooth.

The middle part of the spindle box 1 is alternately provided with a plurality of supporting seats 11 and working grooves 12, the supporting seats 11 are used to support the main shaft 41, the cylinder transmission shaft 42, the driving gear 43, and the working grooves 12 serve as the main shaft 41, the cylinder transmission shaft 42, The working and running space of the driving gear 43; the two ends of the support seat 11 are provided with bearing grooves 111, and the bearing grooves 111 give the bearing installation and positioning, which is convenient for the support seat 11 to fix the bearings. The hour tooth groove 14, the flywheel groove 13 and the timing tooth groove 14 provide working spaces for the flywheel 131 and the timing gear 421 respectively.

The transmission assembly 4 includes its output shaft main shaft 41, the power of the main shaft 41 comes from the driving gear 43 engaged with it through the main shaft transmission gear 411, the driving gear 43 is driven by the piston 21 in the cylinder assembly 2, the driving gear 43 is equivalent to the traditional The crankshaft rotates under the push of the piston 21 to transmit power to the main shaft 41 to output power, and the driving gear 43 and the main shaft 41 are engaged by gears, which can prevent the main shaft from being shaken by the thrust of the piston 21. The power transmission mode of gear engagement It also enables the main shaft to adjust its power output through the transmission ratio of the gears, and enables the engine to obtain a higher speed through the large transmission ratio of the main shaft transmission gear 43 and the main shaft transmission gear 411, and the main shaft 41 does not have the interference of the piston thrust The rotation is also smoother, so that the engine noise is greatly reduced, and the wear of the main shaft is also relatively reduced, so that the engine runs more reliably and has a longer service life.

Further, the two ends of the main shaft 41 are respectively equipped with a flywheel 131 and the timing transmission gear 413 in the flywheel groove 13 and the timing tooth groove 14, and the main shaft is balanced by the flywheel again, and the flywheel is an inertial disk with a large mass. It stores energy, supplies the demand of the non-working stroke, and drives the entire crank connecting rod structure to cross the upper and lower dead centers to ensure the uniformity of the inertial rotation of the engine crankshaft rotation and the uniformity of the output torque. , to help overcome the compression resistance in the cylinder at start-up and to maintain the continued operation of the engine during short-term overloading. The flywheel of the multi-cylinder engine should be dynamically balanced with the crankshaft, which reduces the centrifugal force caused by the unbalanced mass of the main shaft when the main shaft rotates, which will cause engine vibration and reduces the wear of the main bearing. The timing transmission gear 413 is meshed with the timing gear 421, the timing gear 421 is supported and installed on the support seat 11 through the support bearing 425, the output end of the main shaft 41 is arranged at the rear end of the flywheel 131, and the main shaft 41 is at the rear end of the flywheel Part of the balance through the flywheel is the most stable output point, making the power output from the engine to the gearbox the most stable.

The cylinder transmission shaft 42 is a spline shaft, so that the cylinder transmission shaft 42 is more stable during gear installation and operation. One end of the cylinder transmission shaft 42 is set as a helical spline, and the timing gear 421 is installed on the helical spline , the timing gear 421 is installed on the helical spline with clearance fit, when the engine is running, the timing gear 421 will slide along the helical spline, so that the timing gear 421 can drive the air intake and oil intake of the cylinder in advance during the engine running , so that the engine cylinders can be ignited in advance to output power.

Further, in order that the timing gear 421 can slide along the direction of the helical spline, the timing gear 421 is provided with a sliding groove 4211, the sliding groove 4211 is inclined towards the outer end of the shaft, and a sliding piece 4212 is installed in the sliding groove 4211, and the sliding piece 4212 is a cylinder or a ball, which is a component with a large mass and a smooth surface. When the timing gear 421 rotates, the slider 4212 rotates with it, and slides along the inclined direction of the chute 4211 under the action of centrifugal force to give the timing gear 421 a direction. The thrust at the outer end of the shaft enables the timing gear to slide along the direction of the helical spline, so that the timing gear 421 rotates a little angle relative to the original assembly position, and can automatically adjust its sliding position on the spline according to the running speed of the engine. The displacement makes the timing gear 421 rotate at a larger angle, and the timing gear 421 slides along the inclined direction of the chute 4211 under the action of centrifugal force to give the timing gear 421 a thrust to the outer end of the shaft and the force balance between the return spring 422 to control and adjust the pre-ignition Time, the other end of back-moving spring 422 is in contact with the inner end surface of case cover 3, and back-moving spring resets the timing teeth after timing gear 421 finishes working.

The main shaft 41 is meshed with the driving gear 43 through the main shaft transmission gear 411, the number of the main shaft transmission gear 411 and the driving gear 43 is the same and is an even number, and the two main shaft transmission gears 411 are always connected with the piston 21 to drive the main shaft to rotate. The purpose of gear 43 and its number is to support the main shaft transmission gear 411 in a balanced manner, so that the main shaft transmission gear 411 is transmitted to the power balance of the main shaft 21, and prevents the connecting rod from producing non-perpendicular and unbalanced forces on the main shaft to interfere with the rotation of the main shaft 21.

The driving gear 43 is supported between two adjacent supporting bases 11 through a rotating shaft, and the piston 21 is articulated between the two adjacent driving gears 43 through a connecting rod shaft 44, and the connecting rod shaft 44 combines the two destined gears 43 together The driving gear 43 is supported together to rotate under the push of the piston.

The driving gears 43 are connected by the connecting rod shaft 44 to form a group, and the outer ends of the two driving gears 43 of each group are fixedly connected with a counterweight 431, and the weight of the counterweight 431 gradually decreases with the center of the circle of the driving gear 43 as the center. A counterweight 431 is installed at the opposite end of the link shaft 44 . Counterweight 431 can provide inertial force for the piston rotation when the piston rotates to the upper pointing point during the running process of the driving gear 43, and can reduce the vibration generated when the piston drives the driving gear 43 when the piston rotates to the bottom dead center.

As shown in Figure 1, the output end of the main shaft 41 stretches out of the main shaft box 1 and is directly transmitted to the gearbox, so that the output of the main shaft has a larger rotating speed;

Preferably, as shown in Figure 5, the output end of the main shaft 41 is arranged in the main shaft box 1, and the transmission gear 416 is installed on the main shaft 21. After the output gear 416 is engaged with the intermediate gear 414, the power output is output through the output shaft 415, which can be adjusted. The transmission ratio between the output gear 416 and the intermediate gear 414 is adjusted to adjust the size of the output speed to achieve output speed-up or speed-down.

The cylinder assembly 2 includes a piston 21 hinged to the connecting rod shaft 44. The piston 21 is installed in the cylinder 22. The oil pump 24 is installed on the upper end of the cylinder 22. The oil pump 24 is driven by the engagement of the oil pump drive gear 241 and the oil pump transmission gear 426. The cylinder assembly 2 also includes the gas distribution assembly 25, which is driven by the internal transmission part 23, the transmission part 23 is engaged with the transmission helical gear 423 on the cylinder transmission shaft 42 through the driven gear 231, and matched with the timing gear 421 The air and oil inlet components are driven, so that the air distribution and oil inlet of the engine can be accurately matched with the operation of the piston, so that the spindle runs better and more smoothly.

Claims (10)

1. a kind of horizontally-opposed d-axis high speed air cooling engine, including transmission component (4), transmission component (4) is installed in main spindle box (1) in, the both sides of main spindle box (1) are provided with cylinder assembly (2), it is characterised in that：The cylinder assembly (2) is in horizontally-opposed peace On main spindle box (1), cylinder assembly (2) is connected as the power part of transmission component (4) with transmission component (4).

2. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 1, it is characterised in that：In the main spindle box (1) Middle part has been arranged alternately multiple support bases (11) and work nest (12), and support base (11) two ends are provided with bearing groove (111), institute The two ends for stating main spindle box (1) are respectively arranged with enegine pit (13) and timing teeth groove (14).

3. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 1, it is characterised in that：The transmission component (4) Including its output shaft main shaft (41), the power resources of main shaft (41) are in the active for passing through spindle transmission gear (411) occlusion therewith Gear (43), driving gear (43) is driven by the piston (21) in cylinder assembly (2), and the two ends of the main shaft (41) are pacified respectively Equipped with flywheel (131) and with timing transmission gear (413) in enegine pit (13) and timing teeth groove (14), the timing transmission tooth Wheel (413) is engaged with timing gears (421), and timing gears (421) are supported by spring bearing (425) and are arranged on support base (11) On, the output end of the main shaft (41) is arranged on flywheel (131) rear end.

4. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 3, it is characterised in that：The cylinder-driven axle (42) it is splined shaft, cylinder-driven axle (42) one end end is set to helical spline, and timing gears (421) are installed in helical spline On.

5. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 3, it is characterised in that：The main shaft (41) passes through Spindle transmission gear (411) is engaged with driving gear (43), and spindle transmission gear (411) is identical with the quantity of driving gear (43) And be even number.

6. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 3, it is characterised in that：The driving gear (43) By rotating shaft support between two adjacent support bases (11), pitman shaft (44) is passed through between two adjacent driving gears (43) Hinged piston (21).

7. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 3, it is characterised in that：The driving gear (43) One group is constituted after pitman shaft (44) is connected, every group of two driving gear (43) outer ends are connected with counterweight (431), counterweight (431) weight is gradually successively decreased centered on the center of circle of driving gear (43), phase of the counterweight (431) installed in pitman shaft (44) Opposite end.

8. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 3, it is characterised in that：The timing gears (421) chute (4211) is provided with, chute (4211) is inclined toward axle outer end, and sliding part is provided with chute (4211) (4212), there is back-moving spring (422) outer end of the timing gears (421) on cylinder-driven axle (42), back-moving spring (422) the other end is contacted with the inner face of case lid (3).

9. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 3, it is characterised in that：The main shaft (41) it is defeated Go out end and stretch out main spindle box (1) outer direct-drive to gearbox.

10. horizontally-opposed d-axis high speed air cooling engine as claimed in claim 1, it is characterised in that：The cylinder assembly (2) Including the piston (21) being hinged with pitman shaft (44), in cylinder (22), oil pump is installed in cylinder (22) upper end to piston (21) (24), oil pump (24) is engaged driving with oil pump transmission tooth (426) by oil pump drive gear (241), and the cylinder assembly (2) is also Including with pneumatic module (25), passing through its internal drive disk assembly (23) with pneumatic module (25) and driving, drive disk assembly (23) mistake all Transmission helical gear (423) occlusion on driven gear (231) and cylinder power transmission shaft (42).