CN109763895B

CN109763895B - Crank angle regulator for parallel crank engine

Info

Publication number: CN109763895B
Application number: CN201910179942.3A
Authority: CN
Inventors: 杨和利; 张建臣; 张长坤; 刘世达; 朱祥兵; 刘豪睿; 王卫东; 吴延霞; 朱恒伟
Original assignee: Dezhou University
Current assignee: Dezhou University
Priority date: 2019-03-11
Filing date: 2019-03-11
Publication date: 2024-03-26
Anticipated expiration: 2039-03-11
Also published as: CN109763895A

Abstract

A crank angle adjuster of a parallel crank engine consists of a clutch, a transmission device and a crank angle adjusting device, and can adjust crank angles of the engine in a non-stop state.

Description

Crank angle regulator for parallel crank engine

Technical Field

The invention relates to a crank angle regulator (called as crank angle regulator for short) of a parallel crank engine, belonging to the field of mechanical and thermal power engineering.

Background

Currently, the most widely used engine is known as a reciprocating piston engine, and the engine is applied to vehicles such as automobiles, trains, ships and the like. It is composed of crank-link mechanism, valve mechanism, cooling system, fuel supply system, ignition system and lubricating system. Experiments show that the highest efficiency of the gasoline engine is about 30 percent, and the highest efficiency of the diesel engine is about 40 percent. The highest efficiency results in a near full load condition of the engine, while most engines (e.g., those used on vehicles such as automobiles, trains, ships, etc.) operate at medium and small loads most of the time. The efficiency of the engine is far lower than the highest efficiency under medium and small loads, and a large amount of fuel is wasted. Under medium and small loads, the parallel crankshaft engine (shown in fig. 11 and 12) stops working of partial cylinders through cylinder closing control, and the load rate of working cylinders is improved, so that the efficiency of the engine is improved. And the working cylinders and the crankshaft pistons stop working. In order to uniformly distribute the power stroke of the working cylinder and reduce the vibration of the engine, the rotation angle of the crankshaft of the working cylinder needs to be adjusted. In the development work of the earlier-stage parallel crankshaft engine, two kinds of crank angle regulators are developed, one is shown in patent number of patent 'parallel crankshaft engine': 2008100810268 (this structure is not disclosed) the adjustment of the crank angle thereof requires an operation after the engine is stopped; the other is the patent number of the patent 'parallel crankshaft engine phase adjuster': 2015101856979 the crank angle adjuster can adjust the crank angle of the engine in a non-stop state, but a worm assembly for crank angle adjustment is arranged on a rotating clutch housing, and the transmission difficulty of control signals and energy is high and the transmission is finished by a motor, so that the crank angle adjustment precision is low. The crank angle regulator of the parallel crank engine is designed for solving the problems of high difficulty in control signal and energy transmission and low crank angle regulation precision.

Disclosure of Invention

The crank angle adjuster of the parallel crankshaft engine is designed for solving the problems of large difficulty in transmission of control signals and energy and low crank angle adjustment precision of the parallel crankshaft engine.

The technical scheme adopted for solving the technical problems is as follows: the cylinders of the parallel crankshaft engine are divided into a main cylinder and auxiliary cylinders, only one main cylinder and the other auxiliary cylinders are arranged, and a main cylinder crankshaft (1) (shown in figure 1) is directly connected with a main cylinder gear (24) and is a power output end of the engine. The master cylinder gear (24) and the slave cylinder gear (2) are sequentially meshed with each other to realize power transmission of each cylinder of the parallel crankshaft engine (as shown in fig. 11).

The crank angle adjuster of the parallel crank engine is arranged at one end of the auxiliary cylinder crank shaft (4) and consists of a clutch, a transmission device and a crank angle adjusting device.

The clutch is connected with the auxiliary cylinder crankshaft (4) and the clutch housing (7) and controls the combination and separation of the auxiliary cylinder crankshaft and the clutch housing. The clutch comprises a clutch shell (7), a clutch piston (8), a driven disc (14), a driving disc (13), a spring seat (10), a spring (9), a secondary cylinder crankshaft (4), a retainer ring a (6), a retainer ring b (11), a retainer ring c (12) and a retainer ring f (23). An annular hydraulic cylinder, an inner gear and a retainer ring are machined in the clutch housing (7) (shown in fig. 10). The driving disk (13) (shown in fig. 9) is an annular steel sheet with a spline in an inner hole. The driven disc (14) (shown in figure 8) is in a circular ring shape, and friction materials are arranged on two sides of the outer circular surface with gear teeth (matched with the inner gear of the clutch shell (7)). One end of the auxiliary cylinder crankshaft (4) (shown in figure 2) is a stepped shaft, and a spline and a retainer ring are machined on the stepped shaft. The clutch housing (7) is arranged on the auxiliary cylinder crankshaft (4) and is axially positioned by the retainer ring a (6) and the retainer ring c (12); the clutch housing (7) can rotate on the auxiliary cylinder crankshaft (4); the clutch piston (8) is arranged in and matched with the hydraulic cylinder of the clutch shell (7), and the clutch piston (8) is positioned at the bottom end of the hydraulic cylinder under the action of the spring (9) when the clutch is not in operation; the clutch housing (7) is matched with the driven disc (14) through an internal gear, the auxiliary cylinder crankshaft (4) is matched with the driving disc (13) through a spline, and the driven disc (14) and the driving disc (13) are installed in the clutch housing (7) at intervals. A retainer ring f (23) is mounted on the outer surfaces of the driven disk (14) and the driving disk (13). During operation, the computer controls the electromagnetic valve to supply oil to the hydraulic cylinder through oil ducts arranged in the main bearing seat (5), the auxiliary cylinder crankshaft (4) and other parts, the clutch piston (8) moves rightwards against the elasticity of the spring (9) under the action of hydraulic oil to press the driven disc (14) and the driving disc (13) together, the clutch shell (7) is connected with the auxiliary cylinder crankshaft (4) through the driven disc (14) and the driving disc (13), and the clutch is combined; when the clutch is required to be separated, the electromagnetic valve is controlled by a computer to enable hydraulic oil in the hydraulic cylinder to flow out, and the clutch piston (8) moves leftwards under the action of the spring (9) to separate the driven disc (14) from the driving disc (13).

The transmission device consists of an adjusting gear (20), a pinion (22), a small shaft (15), a secondary cylinder gear (2), a clutch shell (7), a sliding gasket (16) and a check ring d (19). The left side of the adjusting gear (20) (shown in figure 5) is provided with gear teeth, the right side of the adjusting gear is provided with an external spline, and the middle of the retainer ring is provided with a round hole; the device is arranged on a secondary cylinder crankshaft (4) through a middle round hole, can rotate relative to the secondary cylinder crankshaft (4), and is axially positioned by a retainer ring d (19); its teeth mesh with the pinion (22), and the external spline cooperates with the internal spline of the turbine (21). The pinion (22) is a cylindrical gear, the pinion (22) is fixed on the auxiliary cylinder gear (2) through a small shaft (15), the pinion (22) can rotate on the small shaft (15), the small shaft (15) is fixedly connected with the auxiliary cylinder gear (2), a sliding gasket (16) is arranged between the pinion (22) and the auxiliary cylinder gear (2), the small shafts (15) of the sliding gaskets (16) of more than one group of pinion (22) are uniformly distributed on a circle taking the axis of the auxiliary cylinder gear (2) as the center, and the pinion (22) is simultaneously meshed with the adjusting gear (20) and an internal gear of the clutch housing (7). The auxiliary cylinder gear (2) is a cylindrical gear, a hole is arranged in the middle, and holes for fixing the small shaft (15) are uniformly distributed on a circle taking the axis as the center. The auxiliary cylinder gear (2) is installed on the adjusting gear (20) through a middle hole and can rotate around the adjusting gear, and is meshed with gears of the cylinders at two sides.

The crank angle adjusting device consists of a worm assembly (17), a turbine (21) and a retainer ring e (49). The worm assembly (17) is fixed on the rear wall (18) of the engine through a bracket (32) by using screws; an inner hole of the turbine (21) (shown in fig. 6) is provided with an inner spline, and the outer surface of the turbine is provided with arc teeth; the device is arranged on an adjusting gear (20), an internal spline of the device is matched with an external spline on the adjusting gear (20), and a retainer ring e (49) is used for axial positioning. The worm of the worm assembly (17) is meshed with the worm wheel (21). The worm assembly (17) (shown in fig. 3) consists of a worm, a speed reducer (29), a motor (30), a brake (31) and a bracket (32). The worm consists of a check ring g (25), a slave worm (26), a torsion spring (27) and a master worm (28). The brake (31) (shown in fig. 4) is composed of a brake shoe shaft (33), an upper brake shoe (34), a lower brake shoe (39), a brake hub (35), an armature (36), a brake spring (37) and an electromagnet (38). The bracket (32) is a mounting main body of the worm assembly (17), and other parts are directly or indirectly mounted on the mounting main body. The worm, the speed reducer (29), the motor (30) and the brake (31) are sequentially connected, and when in operation, the motor (30) drives the worm through the speed reducer (29) so as to drive the turbine (21) to rotate. The secondary worm (26) is arranged on the shaft of the main worm (28) through a middle hole and is axially positioned through a retainer ring g (25), a torsion spring (27) is arranged between the secondary worm (26) and the main worm (28), and the torsion spring (27) has the function of generating a pretightening force by rotating the secondary worm (26) by a certain angle when the worm is assembled with the worm wheel (21) so as to avoid collision between the worm and the worm wheel when the engine works. The brake hub (35) is fixedly connected with a rotor shaft of the motor (30); an upper brake shoe (34) and a lower brake shoe (39) are mounted on the brake shoe shaft (33) and surround the brake hub (35); the armature (36) is connected with the upper brake shoe (34), and a brake spring (37) is arranged on a connecting rod of the armature (36); the electromagnet (38) is connected with the lower brake shoe (39). When the electromagnet (38) is powered off, the upper brake shoe (34) and the lower brake shoe (39) are tightly held by the brake hub (35) under the action of the brake spring (37) to brake the motor (30) and the worm, and when the electromagnet (38) is powered on, the electromagnet (38) attracts the armature (36) to overcome the elastic force of the brake spring (37) so that the upper brake shoe (34) and the lower brake shoe (39) release the brake hub (35) to enable the motor (30) and the worm to rotate.

The working process is that a 4-cylinder parallel crankshaft engine taking 1 cylinder as a main cylinder is taken as an example. The crank angle regulator of the parallel crank engine can be divided into two working states, namely a normal power transmission state and a crank angle regulation state.

Normal power transmission state. Taking a 2-cylinder example. At this time, the 2-cylinder clutch is engaged, and the worm assembly (17) brakes the adjusting gear (20) through the turbine (21). The 2 cylinders work, power is transmitted to the clutch housing (7) through the auxiliary cylinder crankshaft (4) and the clutch of the 2 cylinders, the clutch housing (7) drives the pinion (22) to roll on the adjusting gear (20), the pinion (22) drives the auxiliary cylinder gear (2) to rotate through the small shaft (15), and the auxiliary cylinder gear (2) transmits the power to the main cylinder gear (24) and then outputs the power.

Crank angle adjustment state. Assuming that 2 cylinders are put into operation when 1 and 4 cylinders are operated, the working interval of the original 1 and 4 cylinders is 360 DEG crank angle, and the working interval of the 1, 2 and 4 cylinders is 240 DEG crank angle after 2 cylinders are put into operation, at this time, the 1 cylinder works normally and the 2 and 4 cylinders are used for adjusting the crank angle. The 2 cylinder is used as a cylinder which is newly put into operation, firstly, a computer controls an electromagnetic valve of the 2 cylinder to supply oil to the hydraulic cylinder through oil ducts arranged in a main bearing seat (5), a secondary cylinder crankshaft (4) and other parts, a clutch of the 2 cylinder is combined, the secondary cylinder crankshaft (4) of the 2 cylinder is rotated through a transmission device, the computer detects the crankshaft position of the 2 cylinder when the 2 cylinder does work through a camshaft position sensor arranged on a camshaft of the 2 cylinder, if the working crankshaft position of the 2 cylinder is different from that of the 1 cylinder by 240 degrees, the computer supplies power to a worm assembly (17) of the 2 cylinder, a brake (31) and a motor (30) are powered on simultaneously, the brake (31) releases braking, and the motor (30) rotates. The motor (30) drives the worm (21) and the adjusting gear (20) to rotate through the speed reducer (29). The adjusting gear (20) drives the auxiliary cylinder crankshaft (4) of the 2 cylinders to rotate relative to the 1 cylinder crankshaft through the pinion (22), the clutch housing (7) and the clutch until the working crankshaft position of the 2 cylinders is different from that of the 1 cylinders by 240 degrees. And after the position of the acting crankshaft of the 2 cylinders is adjusted, putting the 2 cylinders into operation. The position adjustment of the acting crankshaft of the 4 cylinders is the same as that of the 2 cylinders. If the load of the engine is reduced and a certain cylinder is required to be out of operation, the computer can control the ignition of the cylinder, the fuel injection system to stop working, the clutch is separated, and the crankshaft and the piston of the cylinder stop working.

The invention has the beneficial effects that the worm assembly (17) is fixedly arranged, so that the adjustment of the crank angle of the parallel crank engine is easier and more accurate.

Drawings

FIG. 1 is an assembly view of a crank angle adjuster;

FIG. 2 is a slave cylinder

A part drawing of one end of the crankshaft;

FIG. 3 is a worm assembly;

FIG. 4 is a brake;

FIG. 5 is a diagram of an adjusting gear part;

FIG. 6 is a turbine part diagram;

FIG. 7 is a side cylinder gear assembly view;

FIG. 8 is a clutch driven plate detail drawing;

FIG. 9 is a clutch driving disc part diagram;

FIG. 10 is a clutch housing part diagram;

FIG. 11 is a schematic structural diagram of a parallel crankshaft engine;

FIG. 12 is a cross-sectional view A-A of FIG. 11;

the marks in the figure: 1. the engine includes, but is not limited to, a main cylinder crankshaft, 2. A secondary cylinder gear, 3. A bushing, 4. A secondary cylinder crankshaft, 5. A main bearing housing, 6. A,7. A clutch housing, 8. A clutch piston, 9. A spring, 10. A spring seat, 11. A retainer b,12. A retainer c,13. A driving disk, 14. A driven disk, 15. A small shaft, 16. A sliding washer, 17. A worm assembly, 18. An engine rear wall, 19. A retainer d,20. A regulating gear, 21. A turbine, 22. A small shaft, 23. A retainer f,24. A main cylinder gear, 25. A retainer g,26. A secondary worm, 27. A torsion spring, 28. A main worm, 29. A speed reducer, 30. A motor, 31. A brake, 32. A bracket, 33. A brake shoe shaft, 34. An upper brake shoe, 35. A brake hub, 36. An armature, 37. A brake spring, 38. An electromagnet, 39. A lower brake shoe, 40. A cylinder head, 41. A camshaft, 42. A cylinder block, 43. A crankshaft balance, 44. A crank angle adjuster, 46. An upper timing pulley, 47. A lower belt pulley, 48. A lower pulley.

Detailed Description

Claims

1. A crank angle regulator of a parallel crank engine consists of a clutch, a transmission device and a crank angle regulating device, and is characterized in that: the clutch is connected with a secondary cylinder crankshaft (4) and a clutch shell (7), and an annular hydraulic cylinder, an inner gear and a retainer ring are processed in the clutch shell (7);

the transmission device consists of an adjusting gear (20), a pinion (22), a small shaft (15), a secondary cylinder gear (2), a clutch shell (7), a sliding gasket (16) and a retainer ring d (19); the right side of the left side of the adjusting gear (20) is provided with a gear tooth, the right side of the adjusting gear is provided with an external spline and a round hole in the middle of the retainer ring; the adjusting gear (20) is arranged on the auxiliary cylinder crankshaft (4) through a round hole in the middle, can rotate relative to the auxiliary cylinder crankshaft (4) and is axially positioned by a retainer ring d (19); the gear teeth of the adjusting gear (20) are meshed with the pinion (22), and the external spline is matched with the internal spline of the turbine (21); the pinion (22) is a cylindrical gear and is fixed on the auxiliary cylinder gear (2) by a small shaft (15), the pinion (22) can rotate on the small shaft (15), the small shaft (15) is fixedly connected with the auxiliary cylinder gear (2), a sliding gasket (16) is arranged between the pinion (22) and the auxiliary cylinder gear (2), the sliding gaskets (16) of the pinion (22) and the small shaft (15) which are larger than one group are uniformly distributed on a circle taking the axis of the auxiliary cylinder gear (2) as the center, and the pinion (22) is simultaneously meshed with the adjusting gear (20) and the internal gear of the clutch housing (7); the auxiliary cylinder gear (2) is a cylindrical gear, a hole is formed in the middle of the auxiliary cylinder gear, and holes for fixing the small shaft (15) are uniformly distributed on a circle taking the axis as the center; the auxiliary cylinder gear (2) is arranged on the adjusting gear (20) through a middle hole and can rotate around the adjusting gear, and is meshed with gears of cylinders at two sides;

the crank angle adjusting device consists of a worm assembly (17), a turbine (21) and a retainer ring e (49); the worm assembly (17) is fixed on the rear wall (18) of the engine through a bracket (32) by using screws; an inner hole of the turbine (21) is provided with an inner spline, and the outer surface of the turbine is provided with arc teeth; the device is arranged on an adjusting gear (20), an internal spline of the device is matched with an external spline on the adjusting gear (20), and a retainer ring e (49) is used for axial positioning; the worm of the worm assembly (17) is meshed with the worm wheel (21).