CN1329646C - Internal combustion engine - Google Patents

Abstract

The present invention relates to an engine, and more particularly, to an internal combustion engine. The object of the invention is to increase the efficiency and power of the engine, to simplify the structural design of the engine, to reduce the external dimensions of the engine, to essentially reduce the load and the specific weight of the motion conversion mechanism, and to improve the ecological-influencing properties of the engine. The internal combustion engine includes at least one cylinder having two opposed and moving pistons and a crankshaft disposed therein. The piston has a connecting rod. The mechanism for converting the piston motion into the rotational motion of the crankshaft is provided with rockers provided according to the number of pistons. The connecting rods of the piston are connected to the first rocker arms, which are rotatably connected to the second rocker arms, respectively. The two opposite connecting rods are respectively arranged to two mutually intersecting planes, which are perpendicular to the plane of rotation of the crankshaft. The connecting rods are arranged such that when the piston to which one of the connecting rods is connected is at its upper or lower dead center position, the piston to which the other connecting rod is connected is not at its upper or lower dead center position.

Description

internal combustion engine

technical field

The present invention relates to engine products, in particular, internal combustion engines.

technical background

A known engine comprising at least one cylinder in which reciprocating pistons are mounted to form the usual combustion chambers; a valve train operating as part of the scavenging and fuel injection; and a crankshaft drive connected to the pistons Motion conversion mechanism (see certificate, USA No.4010610, 1977).

The disadvantages of this known engine are insufficient efficiency and low performance.

A known engine comprising two pistons mounted in opposition and provided with connecting rods; each connecting rod is connected to a mechanism for converting the motion of the pistons into rotational motion of an output shaft (see certificate, USA No. 2199625, published 1940).

This engine does not make full use of the volume of the cylinders because the maximum piston stroke cannot be achieved. While it is possible to achieve the maximum stroke of the piston and, thus, the adjustment movement, the oscillating mechanism of the internal transmission makes this impossible. This situation reduces the volume of the cylinder and worsens the release of thermal energy. This also makes assembly of the internal transmission difficult at the same time.

A known internal combustion engine comprising, at least one cylinder, in which two reciprocating pistons are mounted opposite each other, and with connecting rods on the pistons reciprocating relative to the other, a crankshaft, and a crankshaft which converts the movement of the pistons into A mechanism for the rotary movement of the crankshaft, which, depending on the number of pistons, is provided with rocker arms, the crankshaft connecting rods facing each other, on which the piston connecting rods are connected to the first rocker arm, and the crankshaft connecting rods and the first rocker arm of the corresponding rocker Two rocker arms are connected. (cf. I.I. ARTOBOLEVSKY, Mechanisms in the current technology, vol. 2., "Connecting rods, cranks and sliding mechanisms", Moscow, "Nauka", p. 486, fig. 1495). A disadvantage of the above-mentioned engine is its low efficiency and low performance.

The internal combustion engine consists, at least, of a prototype cylinder having two opposed reciprocating pistons mounted therein with connecting rods, a crankshaft, and a valve train for the scavenging and fuel injection sections , a mechanism that converts motion into crankshaft rotational motion, the mechanism is provided with a rocker according to the number of pistons, the opposite crankshaft connecting rod, in this connection, the piston connecting rod is connected with the first rocker arm, and the crankshaft connecting rod Connect to the second rocker arm of the corresponding rocker. (See certificate, Germany 475504, published April 11, 1929).

Its disadvantage is inefficiency, which is due to the fact that when the piston is at top dead center, the force component of the air pressure on the piston, which is used to rotate the crankshaft at this crankshaft position, is practically zero.

Contents of the invention

The purpose of the invention is to increase efficiency, capacity, ecological characteristics and performance in order to simplify the design of the engine, reduce its overall size, significantly reduce the load on the motion conversion mechanism and reduce a certain weight, because at the maximum air pressure Under normal circumstances, the gas pressure acts on the piston, so a pressure component is generated to rotate the crankshaft, and when the air pressure in the cylinder is the largest, the force required for the crankshaft to rotate at the top dead center position decreases, and at the same time, when the cylinder between the two pistons When the volume (that is, the volume of the combustion chamber) is at a minimum, the time the piston is in this condition is increased.

The attainment of the above objects is due to the fact that the internal combustion engine comprises, at least, a cylinder, in which the usual combustion chamber is formed, which cylinder has two mutually opposed and reciprocating pistons with connecting rods, It also includes the crankshaft, the valve train used as part of the scavenging and fuel injection, the mechanism that converts the piston movement into the rotational movement of the crankshaft, which works with the rocker provided according to the number of pistons and the opposite crankshaft connecting rod, in this connection Among them, the piston connecting rod is connected to the first rocker arm, and the crankshaft connecting rod is connected to the second rocker arm of the corresponding rocker; the two opposite crankshaft connecting rods are respectively arranged in the mutually intersecting plane perpendicular to the crankshaft rotation plane In the plane, here the crankshaft connecting rods are arranged as follows, when the piston connected to one of them is at the top or bottom dead center, the piston connected to the other connecting rod is not at the top or bottom dead center.

The crankshaft ends may be arranged asymmetrically with respect to the crankshaft axis.

The first rocker arm of each rocker may be longer than each second rocker arm of the rocker.

The first rocker arm of each rocker may be shorter than each second rocker arm of the rocker.

The crankshaft connecting rods may be arranged on the same axle end of the crankshaft, and one of the rockers is U-shaped.

Description of drawings

Figure 1 shows the basic diagram of the engine; Figures 2, 3, and 4 show the diagram of the piston movement; Figure 5 shows the diagram of the asymmetric placement of the crankshaft shaft end; Figure 7 shows the connection diagram of the crankshaft connecting rod connected to the connecting rod by using a floating rod on one side and a rocker on the other side; Figure 8 shows the crankshaft in the figure The connecting rods are located at the same crankshaft end and one of the connecting rods is connected with the U-shaped rocker.

Detailed ways

The internal combustion engine comprises, at least, a cylinder 1 with two opposed reciprocating pistons 3, 4 therein forming a usual combustion chamber 2 with a connecting rod 5 and a crankshaft 6 for scavenging and fuel injection Part of the valve train (not shown in the figure), the mechanism that converts the piston movement into the rotational movement of the crankshaft 6, the mechanism and the rocker 7 provided according to the number of pistons 3, 4 and the opposite connecting rod 8 of the crankshaft 6 and 9 work together, where the connecting rod 5 of the pistons 3 and 4 is connected to the first rocker arm of the rocker 7, while the connecting rods 8, 9 of the crankshaft 6 are connected to the second rocker arm 11 of the corresponding rocker 7. The two opposing connecting rods 8 and 9 of the crankshaft 6 are respectively located on planes that intersect with the rotation of the crankshaft 6 . The connecting rods 8 and 9 of the crankshaft 6 are arranged such that when the piston connected to one of them is at the top or bottom dead center, the piston connected to the other connecting rod is not at the top or bottom dead center, and vice versa.

The crankshaft end 6 (not shown in the figure) may be arranged asymmetrically with respect to the axis of the crankshaft 6 .

The first rocker arm 10 of the rocker 7 may be longer than each second rocker arm 11 of the rocker 7 .

The first rocker arm 10 of the rocker 7 may be shorter than each second rocker arm 11 of the rocker 7 .

The engine may run on a Diesel or Otto cycle.

The engine is run with each Diesel cycle as shown below.

1. When pistons 3 and 4 move toward the center of cylinder 1 (crankshaft 6 rotates clockwise), when piston 4 moves to the top dead center position (the shaft end of the connecting rod is at point M), piston 3 has not yet reached the top dead center position ( Figure 2), but the cylinder volume between pistons 3 and 4 has been minimized according to thermal design (also called the volume of combustion chamber 2). In this case, the temperature of the compressed air in cylinder 1 has reached a maximum.

2. As the crankshaft continues to rotate (Fig. 3) piston 4 moves from its top dead center position and piston 3 has not yet reached its top dead center position - pistons 3 and 4 are arranged asymmetrically about axis OA (crankshaft 6 - cylinder 1 ), while the shaft ends of the connecting rod are located at points K and E respectively (Fig. 1). At this crankshaft 6 position, the volume of cylinder 1 between pistons 3 and 4 is approximately equal to the volume of cylinder 1 mentioned in the previous example.

3. As the crankshaft continues to rotate (Fig. 4), piston 3 reaches its top dead center position, while piston 4 is further away from its top dead center position (connecting rod shaft ends are located at points B and C respectively) (Fig. 1).

At this crankshaft 6 position, the volume of cylinder 1 between pistons 3 and 4 is still approximately equal to the volume of cylinder 1 mentioned in the previous example.

The fuel injection is performed between the positions of the crankshaft 6 mentioned in paragraphs 1 and 3 and in this case, when the crankshaft is in the position described in paragraph 3, the main part of the fuel is already ignited, which causes the pistons 3 and 4 The received gas pressure rises sharply because the piston 4 is already in a position different from the top dead center; the tangential component generated by the gas pressure acting on the piston 4 acts on the shaft end of the crankshaft 6 (point C in Figure 1 ), so that it provides the engine torque.

When the engine is running on the Otto cycle, the mixture of air and fuel is ignited by the spark at this crankshaft position.

Variations of Inventive Embodiments

Depending on the crankshaft, the connecting rods are connected to the connecting rods by using a floating rod on one side and a rocker on the other (Fig. 7), or the connecting rods are mounted on the same shaft end of the crankshaft and one of the connecting rods is connected to the U-shaped rocker. In the case of the rod (Fig. 8), there are some variations in the method of realizing the present engine.

industrial application

The purpose of the invention is to increase efficiency, capacity, ecological characteristics and performance in order to simplify the design of the engine, reduce its overall size, significantly reduce the load on the motion conversion mechanism and reduce a certain weight, because at the maximum air pressure Under normal circumstances, the gas pressure acts on the piston, so a pressure component is generated to rotate the crankshaft, and when the air pressure in the cylinder is the largest, the force required for the crankshaft to rotate at the top dead center position decreases, and at the same time, when the cylinder between the two pistons When the volume (that is, the volume of the combustion chamber) is at a minimum, the time the piston is in this condition is increased.

Claims (5)

1. An internal combustion engine comprising at least one cylinder in which are mounted two opposed pistons having reciprocating motion to form a usual combustion chamber, and having connecting rods, a crankshaft, a valve train serving as part of the scavenging and fuel injection, the piston Motion conversion mechanism for converting the movement of the pistons into the rotational movement of the crankshaft, this mechanism works with the rocker provided according to the number of pistons and the connecting rod of the opposite crankshaft, in this connection the first rocker of the piston connecting rod and the rocker lever arm, while the crankshaft connecting rod is connected to the second rocker arm of the corresponding rocker, It is characterized in that two opposing crankshaft connecting rods are respectively arranged in mutually intersecting planes perpendicular to the plane of rotation of the crankshaft; here the crankshaft connecting rods are arranged as follows, when the piston connected to one of the connecting rods is located at its upper or lower stop When the center position is reached, the piston connected to the other connecting rod is not located at its top or bottom dead center position. 2. The internal combustion engine according to claim 1, wherein the crankshaft shaft end is arranged at a position asymmetric to the crankshaft axis. 3. An internal combustion engine as claimed in claim 1 or 2, characterized in that the first rocker arm of each rocker is longer than each second rocker arm of the rocker. 4. An internal combustion engine as claimed in claim 1 or 2, characterized in that the first rocker arm of each rocker is shorter than each second rocker arm of the rocker. 5. The internal combustion engine according to claim 1, wherein the crankshaft connecting rods are arranged on the same shaft end of the crankshaft, and one of the rockers is U-shaped.

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