RU2324061C2 - Combustion engine - Google Patents

Abstract

FIELD: engineering industry; combustion engines.

SUBSTANCE: according to the invention combustion engine consists of cage with fixed cylinder, including piston and rod group, and bent shaft. Bent shaft crosses the cage vertically and its V-shaped portion is placed under the sharp angle to its axle. Piston with the help of rod is connected to anchor palm. The palm is placed on the V-shaped portion of the bent shaft. The anchor being made in form of flattened cone, its base center is fixed on the cardan shaft so that the anchor base is located under the angle to the cage ground. One anchor's side touches support circlet located on the cage base. It is fixed to the cage with the help of teeth, placed radially at the lower part of anchor's base and at the upper part of the bucking. The support circlet is connected with the teeth to the regulating wheel gear. The wheel gear is located between the support circlet and bent shaft, fixed to it with the teeth. Bucket reciprocating movement causes the anchor's fluctuation. Its upper part rotates the bent shaft, and the lower part rotates the support circlet. As a result, the support circlet rotates the regulating wheel gear winding the bent shaft.

EFFECT: decrease of mechanical losses while transformation of the bucket reciprocating movements into the bent shaft rotation mode.

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Description

The invention relates to internal combustion engines and can be used in automobile, railway, air, river transport, in production as power plants, as well as in other fields of application of modern internal combustion engines.

As the closest analogue are any piston internal combustion engines in which the energy of the burnt gas mixture is converted into reciprocating motion of the piston.

The main reasons that impede the achievement of the required technical result in modern internal combustion engines are:

- imperfect mechanism for converting the energy of the translational motion of the piston into the energy of rotational motion,

- incomplete conversion of energy of burnt gases into the translational motion of the piston.

So, “the combustion processes occurring in internal combustion engines allow you to allocate about half of the energy contained in the fuel, however, passing through all the mechanisms of the engine, this half is halved further - mechanical losses are affected”. Guskov. "Unusual engines." M., 1971.

The technical result from the application of the claimed invention is to reduce mechanical losses when converting the reciprocating motion of the piston, connecting rod into rotational motion of the crankshaft, including reducing the "lateral force" acting through the piston on the cylinder walls during reciprocating motion of the piston.

According to the invention, the internal combustion engine consists of a housing with a fixed cylinder in which a piston with a connecting rod is located, and a crankshaft. The body is made in the form of a hemisphere with a horizontal base. The crankshaft elbow is located at an acute angle to the axis of the crankshaft, and the connecting rod bottom is attached to the anchor, which is connected to the crankshaft. In this case, the anchor is made in the form of a truncated cone, the center of the base of which is fixed on a gimbal support above the base of the housing. The base of the anchor is located at an angle to the horizontal base of the hull. One edge of the anchor constantly touches the supporting rim located on the base of the housing, with which it is engaged with teeth located radially on the lower part of the anchor base and the upper part of the supporting rim. The support rim is located horizontally on the rollers of the housing and is connected by teeth located vertically along the inner circumference of the support rim with the teeth of the control gear, the axis of which is fixed with the lower part in the base of the housing and the upper in the mount. In this case, the control gear is located between the support rim and the crankshaft, with which it is also engaged with the teeth. The crankshaft passes vertically through the housing, and its elbow passes through the upper part of the armature through an opening made along the conditional axis of the armature. The piston, by means of a universal joint, is attached to the connecting rod, which in turn is also attached by means of a universal joint to the arm arm. The piston and connecting rod are able to move reciprocally in a vertical direction, swinging the anchor, the upper part of which rotates the crankshaft, and the lower part rotates the support rim, as a result of the support rim rotates the adjusting gear that rotates the crankshaft.

In an internal combustion engine, unlike internal combustion engines with a crank mechanism, there is such an element as an anchor 2, connecting the connecting rod 7 and the crankshaft 5. Using the anchor 2 allows you to increase the efficiency when converting the reciprocating movement of the piston 6, connecting rod 7 in the rotational movement of the crankshaft 5 to the number of percent approaching 100.

The problem is solved in the internal combustion engine using an armature 2, above the claw 2-1 of which the connecting rod 7, piston 6, cylinder 8. are located. With the reciprocating movement of the piston 6 in the vertical direction, the arm of the armature 2 reciprocates in the relatively vertical direction in a small section of a circle with a radius equal to the radius of the base of the armature 2, several times the length of the section of reciprocating motion. At the indicated ratio, the connecting rod only slightly deviates from the vertical during movement, as a result of which the “lateral” force on the piston to the cylinder walls decreases, and the friction force of the piston against the cylinder decreases accordingly. For example, when the anchor plane is tilted 17 degrees relative to the base of the housing, the ratio of the radius of the anchor plane (hypotenuse), the radius of the base of the body (lower leg) and the height of the anchor above the base of the housing will be 25: 24: 7, respectively, with the vertical position of the connecting rod it will deviate from perpendicular to the plane of the anchor by about 15 degrees, so the vectors of the total gas explosion force F and useful force F1 will diverge slightly, respectively, the value of the useful force F1 will be about 96 percent in on the value of the total force F. Accordingly, the loss will be approximately 4 percent (see FIG. 8).

An anchor 2 in the form of a truncated cone is fixed obliquely at an acute angle to the horizontal base of the hull, and fixed in this way is capable of:

- make each point of the circumference of its base reciprocating ("rocking") movement in a relatively vertical direction;

- while consistently touching the lower edge of the base of the anchor of each next fulcrum around the circle, the anchor 2 is able to move relative to the base of the housing 1 horizontally;

- with this “rolling” of the armature 2, for example, in the clockwise direction, the upper part of the armature 2 simultaneously moves in a circle in the same direction, which, when movably fastened along the coincident axes of the armature with the crankshaft knee 5, is converted into circular motion of the crankshaft 5 in the horizontal plane.

The cylinder-piston system of elements is placed vertically above the arm of the armature 2-1, thus, the gas explosion force vector is applied relatively perpendicular to the base of the armature 2.

One of the radii of the base of the armature 2, passing through the bottom (touching the support rim) point, serves as the reference axis through which the force of the gas explosion is transmitted to the knee of the crankshaft 5, the axis of which coincides with the axis of the armature 2 and is always perpendicular to each radius of the base of the armature 2. See FIG. 6.

Each subsequent perpendicular from the point of application of the gas explosion force (i.e., from the attachment point of the connecting rod 7 to the armature 2 to the indicated variable axis plays the role of a lever, by which the gas explosion force is transmitted through the variable axis to the crankshaft 5 knee tangentially to the crankshaft rotation circle shaft 5. See Fig.6, 7.

Simulating this process, we can imagine 3 conditional instantaneous circles of rotation:

1. Relatively vertical (inclined) - a circle with a center of rotation located on one of the points of the "lower" radius of the base of the anchor (variable axis). In this circle, the radius is the perpendicular arm from the point of application of force to the variable axis A-A1.

2. Conditionally vertical circle with a center in the center of the anchor and a radius in the form of the axis of the anchor B-B1.

3. Horizontal - the circle of rotation of the crankshaft C-C1.

Circles 2 and 3 are perpendicular to the lower radius (variable axis) of the anchor, and therefore parallel, while structurally rigidly interconnected.

In the presented model, the force applied tangentially to the circle 1 is completely transmitted to the circle 2, from which it is completely transmitted to the crankshaft along the tangent points of coincidence with the horizontal circle 3.

In an aircraft, unlike other aircraft, it is heavier than air, an internal combustion engine device and flapping wings are used, which alternately reciprocate in the vertical direction.

The presence of structural elements.

1. Housing 1 in the form of a hemisphere, in the center of the base of the hemisphere are two mounts for the universal joint 9-1 of the armature 2, several (three or more) rollers 12 are located around the circumference of the base 12 under the support rim 3, in the upper and lower parts of the housing 1 in the center there are vertical round holes for the crankshaft 5.

2. Anchor 2 with a centrally located vertical hole for the crankshaft 5, two mounts for the central universal joint 9-1, with two mounts for the universal joint 9-3 of the connecting rod 7, with teeth located radially from the bottom around the circumference of the armature 2.

3. The supporting rim 3 with the teeth located on the upper part of the rim radially (for engagement with the teeth of the armature 2), and with the teeth located along the inner circumference of the rim 3 vertically (for engagement with the teeth of the adjusting gear 4).

4. The adjusting gear 4, consisting of two gears - the upper small 4-1 and the lower large 4-2, rigidly fastened along the axis.

5. The crankshaft 5 with a bend located at an acute angle to the axis of the shaft, with teeth in the lower part of the shaft located longitudinally to the axis of the shaft.

6. The piston 6 in the form of a cylinder closed on top with two mounts under the universal joint 9-2 of the connecting rod 7.

7. A connecting rod 7 with upper and lower mounts under the universal joints 9-2 of the piston and 9-3 paws of the anchor 2-1.

8. The combustion chamber in the form of a cylinder 8, closed on top of the cylinder head, in which the nozzle 10 is located.

The presence of communication between the elements.

Anchor 2 is attached to the universal joint 9-1 of the housing 1, is dressed with the upper part on the knee of the crankshaft 5, the teeth of the lower part of the anchor 2 (which is always inclined) engage with the supporting rim 3, the anchor 2 through the universal joint 9-3 on the arm arm 2-1 is connected to the connecting rod 7.

The crankshaft 5 passes through the upper and lower vertical holes of the housing 1, the knee passes through the anchor 2, it is engaged in gears with the control gear 4 (with its lower large gear 4-2).

The adjusting gear 4 connects the support rim 3 and the crankshaft 5: the teeth of the small gear 4-1 are constantly engaged with the teeth of the support rim 3, the teeth of the large gear 4-2 are constantly engaged with the teeth of the crankshaft 5.

The piston 6 is located in the cylinder 8, is attached by means of a universal joint 9-2 to the connecting rod 7.

The connecting rod 7 is attached by means of a universal joint 9-3 to the arm of the anchor 2-1.

Relative arrangement of elements.

Anchor 2 is located in the housing 1 in the center above the support rim 3 and one edge of the base (lower) always touches the support rim 3, while the opposite upper edge of the base of the armature 2 is at the maximum distance from the support rim 3.

The crankshaft 5 passes through the upper and lower vertical holes of the housing 1, the elbow passes through the hole of the armature 2.

The support rim 3 is located under the anchor 2, in the projection of the anchor 2, part of the teeth of the support rim 3 is always in mesh with the part of the teeth of the lower edge of the armature 2. The adjusting gear 4 is parallel to the base of the housing 1, between the support rim 3 and the crankshaft 5.

The cylinder 8 and the piston 6 are located vertically above one of the circumference points of the support rim 3.

The execution form of an element (s) or device as a whole, in particular a geometric shape.

The shape of the internal combustion engine as a whole is a hemisphere.

1. Housing 1 in the form of a hemisphere, in the center of the base of the hemisphere are two mounts for the universal joint 9-1 of the armature 2, several (three or more) rollers 12 are located around the circumference of the base 12 under the support rim 3, in the upper and lower parts of the housing 1 in the center there are vertical round holes for the crankshaft 5.

2. An anchor 2 in the form of a truncated cone with a hole located under the center of the armature 2 perpendicular to the crankshaft 5, two mounts for the universal joint 9-1 of the housing 1, with two mounts on the arm of the armature 2-1 for the universal joint of the connecting rod 9-3, with teeth located below the circumference of the armature 2, radially.

3. The support rim 3 with teeth located in the upper part of the support rim 3, radially and with teeth located vertically from the inside.

4. The adjusting gear 4, consisting of two gears - the upper small 4-1 and the lower large 4-2, rigidly fastened along the axis.

5. The crankshaft 5, the elbow of which is located at an acute angle to the axis of the shaft.

6. The piston 6 in the form of a cylinder closed on top with two mounts under the universal joint 9-2 of the connecting rod 7.

7. A connecting rod 7 with upper and lower mounts under the cardan bearings 9-2, 9-3 of the piston 6 and the arm paws 2-1.

8. The combustion chamber in the form of a cylinder 8, closed on top of the cylinder head, in which the nozzle 10 is located.

The shape of the aircraft as a whole is a convex inclined disk.

A form of communication between elements of an internal combustion engine.

Anchor 2 is connected to the housing 1 through a universal joint 9-1, with a connecting rod 7 - through a universal joint 9-3.

The crankshaft 5 is connected to the housing 1 through vertical holes.

The supporting rim 3 lies on the rollers 12, is connected with the armature 2 and the regulating gear 4 through gearing.

The adjusting gear 4 is fixed in the housing 1: below - in the hole of the base of the housing 1, and in the upper mount 11; connected with the support rim 3 and with the crankshaft 5 through gear engagement.

The piston 6 is connected to the connecting rod 7 through the universal joint 9-2.

The connecting rod 7 is connected to the anchor 2 through a universal joint 9-3.

Parameters and other characteristics of the element (s) and their relationship.

The total height of the internal combustion engine is approximately 1.5 times less than its diameter.

The radius of the armature 2 exceeds the radius of the support rim 3 and correlates with it as a hypotenuse with a leg in a right triangle, i.e. equal to the square root of the sum of the squares of the radius of the base of the anchor and the height from the plane of the upper part of the support rim 3 to the center of the universal joint 9-1 of the anchor 2.

The height of the gimbal support 9-1 at the base of the housing 1 is much smaller than the radius of the base of the armature 2, while the efficiency of the device depends on the ratio of the height of the support to the radius of the armature. A decrease in this ratio is proportional to an increase in the efficiency of the device.

The height of the armature 2 is approximately equal to the radius of its base, but may be more or less to optimize the overall dimensions of the entire device and achieve the necessary centripetal force from rotation of the upper part of the armature 2.

The length of the crankshaft 5 exceeds the height of the housing 1, the elbow is located to the axis of the shaft at an angle equal to the angle formed by the base of the armature 2 and the base of the housing 1.

The radii of the small 4-1 and large 4-2 gears of the control gear 4 should be such that the ratio of the speed of rotation of the support rim 3 to the speed of rotation of the crankshaft 5 and the ratio of the difference between the lengths of the radii of the base of the armature 2 and the support rim 3 to the radius of the supporting rim 3. (For example, if the lengths of the radii of the base of the armature 2 and the supporting rim 3 are correlated as 25 to 24, their difference is 1, respectively, the speed of rotation of the supporting rim 3 and the crankshaft 5 should be correlated as 1 to 24, which should bake the adjusting gear located between them 4.)

All elements of the device can be made of metals and other materials used in modern engine manufacturing.

Parameters and other characteristics of the element (s) and their relationship in the aircraft.

The diameter of the device may exceed the height. The ratio of these values may affect the stability of the device during flight.

The list of figures of drawings and other materials.

Figure 1 - internal combustion engine, front view.

Figure 2 - internal combustion engine, side view.

Figure 3 - internal combustion engine, top view.

Figure 4 - aircraft, front view.

Figure 5 - aircraft, top view.

Figure 6 is a diagram of successive levers emanating from the point of application of force perpendicular to the variable "reference" radius of the base of the armature.

Figure 7 is a simulation diagram of the conversion of energy of the reciprocating motion into energy of rotational motion.

Figure 8 - with the image of the force vectors of the general and useful.

Information confirming the possibility of carrying out the invention.

An internal combustion engine can be built on the basis of the general principles of engine building and the level of modern technology, as does not have any structural elements, the manufacture of which would require the use of special technologies.

The internal combustion engine operates as follows. When the piston 6 is in the upper position, the gas mixture is ignited (combustion process), the gas pressure force acts on the piston head 6, the connecting rod 7, the arm of the armature 2-1, which is also in the upper position, as a result of which these elements begin to translationally vertical movement down to the lowest position, the diametrically opposite edge of the armature 2 begins to move in the opposite direction - to the extreme upper point, while the place of engagement of the lower edge of the armature 2 with the supporting rim 3 on inaet sequentially move along the support rim 3 in a direction towards the descending leg of the armature 2-1, for example, clockwise movement; in this case, the upper part of the armature 2 also begins to move in the clockwise direction and carries with it the elbow of the crankshaft 5 threaded through it, rotating the crankshaft 5. When the piston 6, arm arm paws 2-1 reach the lowest position, exhaust gases are released ( through a valve or purge window), after that the upper part of the armature 2, the crankshaft 5 continue to move by inertia and the place of engagement of the lower edge of the armature 2 with the support rim 3 sequentially moves in the direction of clockwise movement to the diameter opposite the point from the point where the arm of the armature 2-1 dropped, while the arm of the armature 2-1, the connecting rod 7 and the piston 6 begin to rise, when the piston 6 reaches its highest position, the compression process is completed (if the engine is push-pull), and then repeats the above process of combustion of a gas mixture; or the exhaust process is completed (if the engine is four-stroke), after which the inlet of the gas mixture, its compression follow by inertia, and the above process of combustion of the gas mixture is repeated. Moreover, in the case of rotation of the crankshaft 5 in a clockwise direction, the control gear 4 rotates simultaneously in the opposite direction and the support rim 3 moves in the same direction, but at a much lower speed, ensuring that the arm paws do not move in the horizontal direction relative to the housing.

The device needs a regulatory mechanism, since one of the operating conditions of the device is a constant inclination of the armature 2, while the radius of the base of the armature 2 from the center of the armature 2 to the point of contact with the support rim 3 exceeds the radius of the support rim 3 from the conditional center of the support rim 3 to the point contact with the anchor 2 as long as the length of the hypotenuse exceeds the length of the leg in a right triangle; accordingly, the circumference of the base of the armature 2 exceeds the circumference of the support rim 3 by an amount multiple of the ratio of these radii; accordingly, with the anchor 2 constantly engaged with the support rim when the anchor 2 is “rolled” along the rim, it will shift relative to the rim for one full revolution of the crankshaft 5 by an amount equal to the difference in the lengths of the above circumferences of the base of the anchor 2 and the support rim 3, in the direction of rotation of the crankshaft 5. Given that the cylinder 8 is rigidly connected with the housing 1, it is necessary that the arm of the armature 2-1, to which the connecting rod 7 with the piston 6 is attached, is constantly in the projection of the cylinder 8 and does not move in the direction of rotation of the crankshaft 5. For I apply this regulating mechanism, which for each revolution of the crankshaft 5 must move the support rim 3 and the anchor 2 engaged with it (via gearing) in the direction opposite to the direction of rotation of the crankshaft 5, by a distance equal to the difference in lengths of the above-mentioned circles of the base of the armature 2 and support rim 3.

Claims (1)

An internal combustion engine consisting of a housing with a fixed cylinder in which a piston with a connecting rod is located, and a crankshaft, characterized in that the housing is made in the form of a hemisphere with a horizontal base, the crankshaft elbow is at an acute angle to the axis of the crankshaft, and the connecting rod the lower part is attached to the anchor, which is connected to the crankshaft, while the anchor is made in the form of a truncated cone, the center of the base of which is mounted on a gimbal support above the base of the housing, the base of the anchor is located angled to the horizontal base of the housing, one edge of the armature constantly touches the support rim located on the base of the housing, with which it is engaged with teeth located radially on the lower part of the base of the armature and the upper part of the support rim, the support rim is located horizontally on the casters and is connected by teeth located vertically along the inner circumference of the support rim, with the teeth of the control gear, the axis of which is fixed with the lower part in the base of the housing, and the upper in the mount, while the adjusting pole it is located between the support rim and the crankshaft, with which it is also engaged with the teeth, the crankshaft passes vertically through the housing, and its elbow passes through the upper part of the armature through a hole made along the conditional axis of the armature, the piston is attached to the connecting rod by means of a universal joint, in turn An anchor also attached by means of a universal joint to the leg, the piston and connecting rod are able to move reciprocally in the vertical direction, swinging the anchor, the upper part of which rotates the cranks th shaft, and the lower part rotates the support rim, as a result, the support rim rotates the control gear, which rotates the crankshaft.

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