JP2013029098A - Energy saving apparatus having linked double acting convertible engine as power source - Google Patents

Abstract

PROBLEM TO BE SOLVED: To conquer and improve a technical problem of an engine that obstructs practical use of an Atkinson cycle engine, although the same theoretically having the most high thermal efficiency of all heat engines which are put to the practical use has not been put to the practical use since it was invented; and to combine the engine in which the problem is solved with a power generating apparatus combined with a generator, an apparatus for traveling or movement of a vehicle, a screw driving apparatus for sailing of a vessel, a hydraulic pump, an industrial machine, or the like to intend realizing power generation efficiency with high level, to which any combination with the conventional generalized engines is unable to reach, and developing an apparatus which can obtain energy saving effect with high level.SOLUTION: The technical problem of the engine that obstructs the practical use, is solved by a mechanism in which a double acting converter of a piston including two oscillating arms and one link bar is inserted between a crankshaft and the piston, and by contriving the Atkinson cycle engine capable of operating at from a high speed to middle/low speed to use it as the power source in the respective apparatuses, the problem is solved.

Description

    The present invention relates to an apparatus and a system for operating power generation, vehicle travel, ship navigation, various industrial equipment and the like by a fully-expanded engine having a link type double-action conversion mechanism.

  The full expansion link type double-acting conversion engine specified in the present invention is a link type full expansion engine disclosed in JP-A-2002-4801.

Among all the heat engines in practical use, the Atkinson cycle engine with the theoretically highest thermal efficiency was invented in 1886 by James Atkinson, England. Despite its overwhelming theoretical thermal efficiency over diesel cycle internal combustion engines, it has not been put into practical use to date.
The present invention overcomes and improves the technical problems of the engine that impede its practical use, and combines it with a power generator, a device for running or moving the vehicle, and a screw drive for navigating a ship. The object is to develop a device capable of high-level energy-saving operation that cannot be achieved at all in combination with a conventional general-purpose internal combustion engine in combination with a device and an industrial machine such as a hydraulic pump or a crane.

Problems in solving problems

The technical reasons why the Atkinson engine, which is the biggest difficulty in solving the problem, has not been put into practical use to date, are as follows: 1) Since the mechanism for the two-stroke movement of the piston becomes complicated, the number of components The main reason is that the two problems cannot be overcome, that is, 2) the mechanical efficiency is remarkably lowered because of the large sliding frictional resistance generated in the piston. Therefore, compared with other simple-structured general-purpose reciprocating internal combustion engines, the overall performance as a practical engine is not evaluated at all.
Combined with an electric power generation apparatus capable of realizing a high level of energy saving effect, an apparatus for traveling or moving a vehicle, a screw driving apparatus for navigating a ship, and an industrial machine such as a hydraulic pump or a crane. In the invention of such a device, the most important issue is to solve the problem of the engine.

Means to solve the problem

  In general-purpose reciprocating four-cycle engines, the piston and crankshaft are directly connected by a connecting rod, so the stroke length of the piston gas suction / compression stroke and expansion / exhaust stroke is the same. Is not fully expanded and cannot be used for the purposes of the present invention because it has an incomplete structure in which a considerable amount of combustion energy cannot be used effectively.

  An effective means to solve the problems of the engine is considered to be a unique function of the Atkinson cycle engine that has not been evaluated at all as a practical engine, that is, the length of the reciprocating motion of the piston is set in two stages, and the gas suction / compression stroke The stroke length of the expansion / exhaust stroke is mechanically different so that the combustion gas can be sufficiently expanded in the cylinder, and the expansion energy of the gas, which is absolutely impossible with a general-purpose reciprocating 4-cycle engine, is effective. It is to devise a new mechanism that can be extracted as energy.

  The new mechanism is a double-acting conversion mechanism for pistons consisting of two swing arms and one link bar instead of a connecting rod that directly connects the piston and crankshaft, as in a general-purpose four-cycle engine. Is a mechanism to insert

The operation principle of the double-acting conversion mechanism of the piston will be described with reference to FIG.
Two fulcrums 1 and 2 are provided on the inner wall of the sturdy frame where the arm swings. The swing arm a can swing freely around the fulcrum 1 and b can swing freely around the fulcrum 2, but can swing freely between the pins 3 and 4 at the ends of both arms. When the link bar c is provided between the pins 3 and 4, the swing movement of the swing arm b is changed to two double vibrations having different amplitudes of the swing arm a. When the reciprocation of the reciprocating arm b is shown in a diagram, it is as shown in FIG.
Vibrations of the pin 4 of the swinging arm b is the amplitude becomes constant simple vibration, the vibration of the pin 3 of the swinging arm a is the amplitude changes to double acting vibration of S ₁ and S _2.

By using this operating principle, it is possible to consider an Atkinson engine configuration in which the strokes of the gas suction / compression stroke and the expansion / exhaust stroke are different. That is, as shown in FIG. 3, the piston rod d and the connecting rod e are connected so that the vibration of the pin 3 is converted into the reciprocating motion of the piston 5 and the vibration of the pin 4 is converted into the rotational motion of the crankshaft 6.
In this structure, as shown in the diagram of FIG. 4, while the crankshaft 6 makes one rotation, the piston 5 reciprocates twice a long stroke and a short stroke having different stroke lengths alternately.

The operating states of the piston 5 and the crankshaft 6 move as shown in FIG. 5 and can perform the function of a 4-cycle engine.
In the case of this figure, the crankshaft 6 makes one rotation counterclockwise as shown by the arrow, but the movement of the piston 5 from the state shown in FIG. The transition to (3) is the compression stroke, the transition from (3) to (4) is the expansion stroke, and the transition from (4) to (1) is the exhaust stroke.
As is apparent from this operation diagram, in this engine, the piston 5 reciprocates twice during one rotation of the crankshaft 6 to perform a complete four-cycle stroke.

However, an engine equipped with a double-acting conversion mechanism has a number of parts and a complicated structure compared to a simple structure reciprocating engine in which a piston and a crankshaft are directly connected by a connecting rod.
In general, complication of engine functions is a very disadvantageous element for its practical application, but the link type double-acting conversion mechanism of the Atkinson engine used in the present invention has an advantageous aspect that covers the difficulties associated with the complication. .

Explaining this with [Fig. 6], the biggest factor that reduces the mechanical efficiency of the Atkinson engine is that the sliding frictional resistance of the piston becomes large. The sliding frictional resistance generated between the piston and the cylinder is much lower and can be suppressed to 1/10 or less.
The reason is clear when (1) and (2) in [FIG. 6] are compared.
If the stroke length of the piston of the simple engine and the stroke length of the link type double-acting conversion engine are the same R, there is a large difference between the swing widths S ₁ and S ₂ of both piston rods. There is a difference.
This difference is greatly different in the lateral component force generated by the load P applied to the upper surface of the piston. The difference makes it possible to design the lateral component force T ₂ to be 1/10 or less of T ₁ , and it is possible to reliably avoid a decrease in mechanical efficiency due to the sliding frictional resistance of the link type double-action conversion engine. In other words, the link double-acting conversion engine has the characteristic of canceling out the negative factors associated with the complicated mechanism.

Furthermore, the link structure of the double-acting conversion mechanism has a feature that can reduce mechanical loss other than the above.
In [FIG. 3], the load pressure p applied to the upper surface of the piston is received by the two fulcrum pins 1 and 2, but if a ball bearing or a roller bearing is used for the bearing of the pin, the swinging motion of that part will occur. The accompanying sliding frictional resistance of the pin becomes rolling friction, and the mechanical loss accompanying the swinging movement of the arm becomes even smaller.
Therefore, most of the load pressure p applied to the upper surface of the piston can be converted to a force F in the direction of rotating the crankshaft with almost no loss.
That is, the mechanical efficiency of the link type double-acting conversion engine used in the present invention is an engine with a mechanical efficiency comparable to that of a general-purpose four-cycle engine having a simple structure due to the above two unique engine characteristics.

Furthermore, the energy-saving characteristics of the link type double-acting conversion engine used are that the expansion ratio can be overwhelmingly larger than that of other similar engines (for example, the Miller cycle engine). It becomes a device that exhibits energy saving performance superior to a device using such an engine.
This clearly appears when the cycle characteristics of the engine are drawn as shown in FIG. When the pressure of the gas state in the cylinder is represented by a P / V diagram used in thermodynamics, where (P) and volume are represented by (V), the general-purpose reciprocating engine with a simple structure has a stroke volume (V ₁ ) of the piston. There to be reciprocally fixed, the output is only L _1, an engine for use in the present invention, since the expansion volume is V _2, the output is L _{1 +} L _2, and the thermal efficiency is greatly improved.
This is because the cycle of a general-purpose four-cycle engine with a simple structure (Otto cycle) takes the process of 1 → 2 → 3 → 4 → 5 ′ → 2 → 1; → 3 → 4 → 5 → 6 → 1 The process will take the energy L ₂ that the former has involuntarily released into the atmosphere, and the latter will absorb the expansion volume in the cylinder by V ₂ which is larger by v. It is shown that the effective energy is L ₁ + L ₂ .
In particular, the expansion ratio V ₂ / V ₁ of the stroke volume can be doubled or more, and an excellent energy-saving effect can be achieved at a high ratio that cannot be realized absolutely by other methods (for example, mirror cycle engine). To do.

As a specific example of the effect, for example, when the engine compression ratio V ₀ / V ₁ is 6 and the expansion ratio V ₂ / V ₁ is doubled, the rate of increase in thermal efficiency is calculated. 7], which is 1.7 times higher than the Otto cycle, that is, the thermal efficiency is 70% higher than that of a general-purpose reciprocating engine having a simple structure.

Effect of the invention

  Therefore, the link type double-variable Atkinson engine devised as described above has a thermal efficiency of several tens of percent while mechanically reducing the mechanical efficiency at a level comparable to a general-purpose four-cycle engine with a simple structure. As a result, it has been predicted that an energy-saving device that is much higher than the conventional one can be realized by incorporating this engine.

The excellent features of the link type double-acting conversion engine are the same as the general-purpose reciprocating engine with a simple structure, depending on the purpose of use, such as high-speed, low-speed, large, small, stationary, mobile, etc. Since it can be designed according to the purpose of use of the model, it is possible to save energy in a wide range of devices.
For example, [Fig. 8] is an engine designed with an overhead cam system in which the valve mechanism is suitable for high-speed operation, and [Fig. 9] is a push rod type designed valve mechanism to increase the swing width of the swing arm. For this reason, the piston rod connecting pin position is shifted to the middle of the arm, so that the engine mechanism can be operated at medium and low speeds for medium and large sizes.
The former is suitable for running or moving a vehicle such as an automobile, but in combination with a generator, it has performance suitable for driving various industrial devices in combination with medium and small power generators and hydraulic devices. ing.
The latter is suitable for main and auxiliary machines for medium and large ships, and is also suitable for land-based stationary generators.
In any engine, if the compression ratio is set high at the design stage, it becomes the same Atkinson cycle diesel engine as diesel, and the thermal efficiency can be further increased.

Is a diagram showing the operating principle of the double-acting conversion mechanism of the piston Is the vibration graph of pin 3 of arm a and pin 4 of arm b Is a diagram illustrating the operation of an Atkinson cycle engine using a double-acting conversion mechanism. Is a diagram showing the operating state of the piston 5 and the crankshaft 6 Shows that the operation becomes the Atkinson cycle Is a diagram showing the difference in the lateral component of the piston Is a PV diagram explaining the thermodynamic characteristics of a link-type double-acting conversion engine Is a longitudinal sectional view showing the structure of a high-speed engine designed by the valve mechanism with an overhead cam system Is a longitudinal sectional view showing the structure of a push rod type medium / low speed engine

DESCRIPTION OF SYMBOLS 1 fulcrum pin of sway arm b 2 fulcrum pin of sway arm a 3 link pin 4 of sway arm b 4 link pin 5 of sway arm a piston 6 crankshaft 7 exhaust valve 8 intake valve 9 exhaust cam 10 intake cam 11 push rod 12 intake, lateral force component of the exhaust cam a swinging arm b swinging arm C link bar D piston rod E articulated bar P pistons rotational force component force T ₁ of the load F crankshaft applied to the upper _surface, T ₂ piston

Claims (4)

  In a power generation apparatus that operates by combining an internal combustion engine and a generator, in order to generate electric power with a high level of thermal efficiency that cannot be realized with a combination of a general-purpose internal combustion engine and a generator, two swing arms (a And b) and an Atkinson cycle engine (hereinafter abbreviated as a “link type double-variable engine”) that can be realized by using a double-acting conversion mechanism composed of a link (c) that connects the generator to a generator. A generator that can be combined to greatly improve fuel efficiency.   Linked to the engine of the power source in order to achieve a high level of energy-saving effect that cannot be achieved by driving with a general-purpose engine in a device that uses wheels or endless tracks to run or move automobiles and machinery in various industries. A device for running or moving a vehicle, machine, or device characterized by incorporating a double-variable engine.   In a marine vessel propulsion system with a structure where the propulsion shaft of the marine vessel is connected directly to the engine output shaft or via a transmission, a high-level fuel-saving navigation that cannot be achieved with conventional general-purpose engines is possible. A marine vessel propulsion device characterized by incorporating a variable engine into the power source.   Engine integrated type featuring a combination with a link-type double-variable engine in order to demonstrate high energy-saving and fuel-saving effects in industrial machinery and equipment such as hydraulic pumps and cranes that operate the engine output. Machinery.

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