RU2341667C1 - Central rotor shaft ice - Google Patents

Abstract

FIELD: mechanics.

SUBSTANCE: essence of proposed invention consists in that the ICE is made up of two or more opposed pistons linked up by shared sliders incorporating plain bearings or rollers enveloping rotor shaft monorail, a sinusoidal-enclosed ledge. Aforesaid shaft is arranged between said pairs, parallel to their axes. To eliminate loads onto pistons, aforesaid sliders envelope guide supports. Valve gear and injection drive is carried out from distributing flywheels fitted on rotor shaft opposite ends extended over into cylinder block heads. Torque is transferred by p.t.o.-shaft in mesh with the rotor central part.

EFFECT: higher specific output.

2 cl, 8 dwg

Description

The invention relates to engine building, in particular to the construction of internal combustion engines without a crankshaft.

The traditional internal combustion engine, along with its advantages, has a number of significant drawbacks. The lateral load of the piston on the cylinders, especially during compression and stroke, leads to increased wear of these parts and loss of power. The absence of a shoulder for transmitting torque at top dead center (hereinafter referred to as bmw) and its slow growth when the crankshaft is rotated require very strong parts (piston, connecting rod, crankshaft) and cause an uneven conversion of the ignition energy of the mixture to torque crankshaft. Limited ability to use the piston action on the connecting rod side. As a result, four-stroke internal combustion engines, where the piston action on the connecting rod side is not used, are most widely used. This action is used in two-stroke engines, but to the detriment of efficiency and durability. All cycles of the working cycle are provided by the crankshaft and connecting rod. In multi-cylinder engines this position does not change. First, all the ignition energy of the mixture is converted into crankshaft torque, and then part of this with such difficulty and loss of the resulting torque is spent on providing a duty cycle. The timing mechanism is driven from the crankshaft through additional kinematic links (gears, pushers, chains, belts), which reduces engine reliability and requires periodic adjustments.

All these shortcomings are pushing for the development of rodless internal combustion engines. A known internal combustion engine containing two opposed pistons installed in the crankcase, interconnected by a common shaft, on which a sleeve is fixed in its central part that carries a gear ring with torque transmission to the consumer, while sinusoidal grooves are made on the side surface of the pistons, in which Placed тела DE; F01B 9/06, 1982 /. A feature of this internal combustion engine is that the rotation of the common shaft is provided as a result of the rotational movement of the pistons. This is a significant disadvantage of this invention, as it increases friction losses and complicates the design of the piston.

Closest to the claimed technical solution is an internal combustion engine containing at least two opposed pistons located interconnected by a common rod, which in its central part carries a cam element interacting with the sleeve through a sinusoidal shape, which allows axial displacement rotate the stem and transfer the moment to the consumer. To prevent piston rotation, the rod is installed in the guide bearings. The timing mechanism is provided using an additional sleeve having a sinusoidal guide rod / C1, Cl. F01B 3/04, 1997 /. This invention only partially eliminates the disadvantages of traditional crankshaft engines.

The claimed technical solution is aimed at completely eliminating the above disadvantages of engines with a crankshaft and the following technical result can be obtained from its use: creating an engine with high rates of specific power and torque.

This is achieved due to the fact that it is proposed to use a rotor shaft (hereinafter referred to as the rotor) located between these pairs of pistons parallel to their axes in the engine, consisting of two or more pairs of opposed pistons, connected by common sliders, having a central of its part, a sinusoidally closed protrusion-monorail (hereinafter referred to as the monorail), covered by sliding bearings or rolling rollers built into the central parts of the sliders, which allows the axial displacement of the sliders to rotate p otorny shaft and transmit torque to the consumer (hereinafter referred to as the engine with a central rotor).

Thus, all pairs of pistons with sliders are kinematically connected with the monorail of the rotor. To exclude loads on the pistons, the sliders cover the guide bearings. The timing mechanism and fuel injection are carried out from the distribution flywheels mounted on the opposite ends of the rotor exiting into the heads of the blocks. Torque can be transmitted by either one of the ends of the rotor or by a shaft for selecting a torque connected by a gear transmission to the central part of the rotor. The piston stroke from the top dead center to the bottom dead center (hereinafter referred to as bw) is equal to the amplitude of the rotor monorail, the compression speed is determined by the angle of rotation of the rotor from the protrusion to the cavity of the sinusoidal monorail, i.e., the sinusoidal sweep formula. The eight-cylinder engine with four pairs of pistons equally spaced around the rotor, with the angle of rotation of the rotor from BMT, will be fully balanced. to n.m.t. 90 °.

The invention is illustrated by the drawing, which schematically shows a longitudinal section (Figure 1.) and a cross section (Figure 2.) of an eight-cylinder diesel engine. The engine consists of opposite located and assembled together the right (pos.17) and left (pos.8) four-cylinder blocks, the cylinders of which are equidistant from the longitudinal central axis of the engine. Four pairs of opposed pistons (pos. 9) are connected by common sliders (pos. 12), which move in the guide bearings (pos. 11). Two rollers (pos. 14) are installed in the sliders, rotating in bearings (pos. 16) and covering the monorail (pos. 15) of the rotor shaft (pos. 13). The rotor shaft is mounted on the central longitudinal axis of the engine and rotates in the bearings. Distribution flywheels (pos. 2) are installed at opposite ends of the rotor shaft that exit into the heads of the blocks (pos. 6), which, through levers with rollers (pos. 1), control the operation of the intake and exhaust valves (pos. 7), and through levers (item 4) the operation of the pump nozzles (item 5). The heads of the blocks are closed with covers (item 3). The rotor in the Central part has a sinusoidally closed protrusion-monorail, the shape of which is illustrated by the drawing of Figure 3. The monorail is designed in such a way that when the slider moves from the top to n.m.t. the rotor rotates 90 °, that is, for one revolution of the rotor four piston strokes are made. In other engines, the rotor may have a different monorail configuration, as well as a torque selection solution. In the presented engine, a bevel gear is made on the rotor in the central part, with which the shaft (pos. 10) enters perpendicular to the rotor for transmitting torque, installed in the bearing bearings, and the flywheel (pos. 19), traditional for automobile engines. With the bevel gear of the rotor, the gear of the oil pump drive (key 18) also engages.

The engine operates as follows. When turning the rotor, the sliders roll on the monorail, covering it from two sides, and cause the sliders to move in the guides and make the stroke of the associated pistons. Conversely, during the stroke of the pistons, the sliders associated with them move in the guide bearings, while the rollers installed in them roll along the monorail of the rotor, forcing the latter to turn and transmit the moment to the consumer. In the presented engine, pairs of sliders with pistons lying in mutually perpendicular regions move simultaneously in opposite directions. This allows you to balance the inertia forces of their reciprocating motion. The duty cycle of the presented engine is no different from traditional engines with a crankshaft, with the exception of the process of converting the translational motion of the pistons into a rotational output element.

The technical effect of this invention is to create multi-cylinder small-sized internal combustion engines with high torque, high rates of efficiency and reliability. This is achieved by the fact that in the present engine, opposed cylinders with pistons are equally spaced around the central rotor parallel to its axis and transmit torque to it through the sliders interacting with the monorail.

A very simple layout scheme, all the problems of driving the gas distribution mechanism and fuel injection directly from the rotor shaft without other transmission links are solved, which makes it reliable, accurate and durable. The presence of flywheel masses on the rotor (monorail and distribution flywheels) does not require the presence of a flywheel, as in traditional engines, which reduces the weight of the engine. There are no lateral loads on the piston, which increases its durability and simplifies the design.

The trajectory of the rotor monorail provides the opportunity to optimize the law of piston movement, compression speed, and the instant of passage of the MT and NMT, thereby improving the combustion process and reducing the harmful effects of inertia, which leads to an improvement in the technical characteristics of the engine. The wedge-shaped method used in the present engine for converting translational motion into rotational one using a central rotor with a sinusoidally closed monorail protrusion makes it possible to obtain a huge output torque, which greatly expands the capabilities of the engine and its scope.

The design of this engine allows half-cycle compression in one cylinder due to the opposite stroke, which reduces power loss for the implementation of duty cycles.

Finally, the design of the engine presented provides great opportunities for its refinement, taking into account the use of the action of the pistons from the sliders in order to create a two-stroke engine.

The finalization of the design for creating a two-stroke engine is as follows: in the cylinders for sealing on the side of the sliders, special covers with holes are installed through which the rods of the sliders are connected with bilateral pistons. The rods of the sliders are hollow, which allows the supply of oil for cooling and lubricating the pistons. The engine block provides additional inlet and bypass valves, channels and air reserve chambers for suction of air in the cavity of the cylinders from the side of the sliders and its bypass into the working cavity.

The invention is illustrated by drawings Fig.4-8, where the duty cycle of a two-stroke engine is described on the example of one cylinder. When the piston moves to bmw, the inlet valve opens, air is sucked into the cylinder cavity from the side of the slide rod (Figure 4), and the channel and the chamber of the inlet and bypass valve (backup chamber) are also filled with pressurization. At this time, air compression occurs in the working cavity of the cylinder. At the end of the compression stroke, fuel is injected (nozzles not shown). The fuel ignites, the working stroke begins. The piston moves to N.M.T. (Figure 5), compressing the air in the cylinder cavity from the side of the slide rod and forcing it into the bypass channel and the backup chamber. All valves are closed. At the end of the stroke, the exhaust valve opens and exhaust is produced (Figure 6). The inlet and bypass valves are closed, air compression continues in the cylinder cavity from the side of the slide rod, in the bypass channel and the backup chamber. Piston in N.M.T. At the same time, the bypass valves open and the compressed air enters the working cavity of the cylinder, displacing the remaining exhaust gases (Fig. 8). At the same time, the exhaust and bypass valves are open. The exhaust is finished, the exhaust valve closes. The bypass valves are open (Fig. 7). Compressed air from the channel and the backup chamber continues to fill the working cavity of the cylinder. The piston begins to move to the VMT The bypass valve closes, the inlet opens, compression occurs in the working cavity of the cylinder and, at the same time, air is sucked into the cavity from the side of the slide rod (Figure 4). The duty cycle closed in two strokes of the piston.

The technical result of this invention is to provide an economical, durable two-stroke internal combustion engine with high power density and torque. This is achieved by the fact that in the present engine with a central rotor, the action of the pistons from the side of the sliders is used to suck in and transfer air into the working cavities of the cylinders. Structurally, this is provided by additional inlet and bypass valves, channels for bypass and air reserve chambers; sealing the cylinders on the side of the rods of the sliders with special covers with holes through which the hollow rods of the sliders are connected to the pistons; the use of forced lubrication and cooling of the pistons by feeding and draining oil through the rods of the sliders.

The presented two-stroke engine with a central rotor and fuel injection is comparable to a four-stroke one: in terms of durability - due to the presence of separate forced lubrication and cooling of the pistons, in terms of economy - due to the presence of additional channels and air reserve chambers partially consumed (instead of a combustible mixture, like most two-stroke engines) to displace exhaust gas residues. An additional advantage is the possibility of optimizing the piston law and the combustion process for the features of a two-stroke engine by calculating the trajectory of the rotor monorail. The design of the proposed two-stroke engine with a central rotor allows full compression strokes in some cylinders due to the stroke in the opposite without consuming the rotor torque. This significantly reduces power losses for the implementation of work cycles.

Claims (2)

1. An internal combustion engine containing two or more pairs of opposed pistons, interconnected by common sliders, which in their central part have sliding bearings or rolling rollers interacting on both sides with a sinusoidally closed protrusion-monorail of the rotor shaft mounted between these in pairs of pistons parallel to their axes, equipped at the opposite ends with flywheels to drive the timing mechanisms and splines, and in the central part with a gear cone for transmission to the at a convenient place for the consumer, characterized in that the rotor shaft is installed between the pairs of pistons parallel to their axes and equipped with flywheels at the opposite ends to drive the gas distribution mechanisms, the sliders associated with the pistons are located around the rotor shaft and have sliding bearings or rolling rollers in the central part, covering a sinusoidally closed protrusion-monorail of the rotor shaft and interacting with it. 2. The engine according to claim 1, characterized in that it has caps for sealing the cylinders on the side of the sliders with holes through which the hollow rods of the sliders with channels for supplying and removing oil are connected to the pistons, as well as additional inlet and bypass valves, channels and chambers air reservation for suction of air in the cylinder cavity from the side of the rods, its reservation and bypass into the working cavity of the cylinder to provide a push-pull cycle.

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