CN112746895A - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
CN112746895A
CN112746895A CN202110056703.6A CN202110056703A CN112746895A CN 112746895 A CN112746895 A CN 112746895A CN 202110056703 A CN202110056703 A CN 202110056703A CN 112746895 A CN112746895 A CN 112746895A
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CN
China
Prior art keywords
crankshaft
overrunning clutch
elastic zone
torsional elastic
internal combustion
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Pending
Application number
CN202110056703.6A
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Chinese (zh)
Inventor
靳北彪
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Entropy Zero Technology Logic Engineering Group Co Ltd
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Entropy Zero Technology Logic Engineering Group Co Ltd
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Publication of CN112746895A publication Critical patent/CN112746895A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/06—Engines with means for equalising torque
    • F02B75/065—Engines with means for equalising torque with double connecting rods or crankshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/06—Combinations of engines with mechanical gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/10—Dynamo-electric clutches; Dynamo-electric brakes of the permanent-magnet type
    • H02K49/102—Magnetic gearings, i.e. assembly of gears, linear or rotary, by which motion is magnetically transferred without physical contact

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

The invention discloses an internal combustion engine which comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A and an overrunning clutch X. The internal combustion engine disclosed by the invention has the advantages of simple structure, complete cylinder deactivation and high efficiency.

Description

Internal combustion engine
Technical Field
The invention relates to the field of internal combustion engines, in particular to a novel internal combustion engine.
Background
The cylinder deactivation technology has important significance if the cylinder deactivation technology is simple in structure, high in reliability and low in manufacturing cost. However, the conventional cylinder deactivation solutions either only stop the oil supply or stop the oil supply and the valve timing, and these solutions all cause the efficiency to be reduced due to the compressed air loss and the like. Therefore, a new type of internal combustion engine needs to be invented.
Disclosure of Invention
In order to solve the above problems, the technical solution proposed by the present invention is as follows:
scheme 1: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A and an overrunning clutch X; or the crankshaft A is in transmission arrangement with the crankshaft B through the torsional elastic zone A and the overrunning clutch X, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 2: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through an overrunning clutch X and then through a torsional elastic zone A; or the crankshaft A is in transmission arrangement with the crankshaft B through the overrunning clutch X and the torsional elastic zone A, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 3: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A, an overrunning clutch X and the torsional elastic zone B; or the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A, an overrunning clutch X and a torsional elastic zone B, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 4: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A and then through an overrunning clutch X and a overrunning clutch Y, and a torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the power side of the crankshaft A; or the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A and then through an overrunning clutch X and an overrunning clutch Y, a torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the power side of the crankshaft A, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 5: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through an overrunning clutch X and an overrunning clutch Y and then through a torsional elastic zone A, and a torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the power side of the crankshaft A; or the crankshaft A is in transmission arrangement with the crankshaft B through an overrunning clutch X and an overrunning clutch Y and then through a torsional elastic zone A, the torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the power side of the crankshaft A, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 6: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A, an overrunning clutch X and an overrunning clutch Y, and the torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the power side of the crankshaft A; or the crankshaft A is in transmission arrangement with the crankshaft B through a torsional elastic zone A, an overrunning clutch X and an overrunning clutch Y and then through the torsional elastic zone B, the torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the power side of the crankshaft A, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 7: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein the crankshaft A is in transmission arrangement with the crankshaft B through an overrunning clutch X and an overrunning clutch Y, and a torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the crankshaft A; or the crankshaft A is in transmission arrangement with the crankshaft B through an overrunning clutch X and an overrunning clutch Y, a torsional elastic area XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the crankshaft A, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 8: an internal combustion engine comprises a crankshaft A and a crankshaft B, wherein a linkage piece of the crankshaft A is in transmission arrangement with the crankshaft B through an overrunning clutch X and an overrunning clutch Y, and a torsional elastic zone XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the linkage piece of the crankshaft A; or the linkage piece of the crankshaft A is in transmission arrangement with the crankshaft B through an overrunning clutch X and an overrunning clutch Y, a torsional elastic area XY is arranged between the overrunning clutch X and the overrunning clutch Y and on the linkage piece of the crankshaft A, and at least one magnetic coupler is arranged on a transmission route between the crankshaft A and the crankshaft B.
Scheme 9: on the basis of any scheme 1 to 8, the transmission setting of the crankshaft B and a main load when the crankshaft A outputs power is further selectively selected; or when the crankshaft A outputs power, the crankshaft B is in transmission with a main load, and the allowable torque of the crankshaft B is larger than that of the crankshaft A.
Scheme 10: on the basis of any one of the schemes 1 to 8, the internal combustion engine unit a corresponding to the crankshaft a further selectively includes an air distribution camshaft a, the internal combustion engine unit B corresponding to the crankshaft B includes an air distribution camshaft B, and the air distribution camshaft a and the air distribution camshaft B are separately arranged.
Scheme 11: on the basis of the scheme 9, the internal combustion engine unit a corresponding to the crankshaft a further selectively includes an air distribution camshaft a, the internal combustion engine unit B corresponding to the crankshaft B includes an air distribution camshaft B, and the air distribution camshaft a and the air distribution camshaft B are separately arranged.
All the schemes of the invention can further selectively enable the internal combustion engine unit A corresponding to the crankshaft A to comprise a starting unit A, enable the internal combustion engine unit B corresponding to the crankshaft B to comprise a starting unit B, and enable the starting unit A and the starting unit B to be arranged separately.
All the schemes of the invention can be further selectively arranged in a way that the crankshaft A is in transmission with the crankshaft B through at least two overrunning clutches, and a torsional elastic zone is arranged on the crankshaft A between at least one pair of the overrunning clutches and/or a torsional elastic zone is arranged on the crankshaft B between at least one pair of the overrunning clutches.
In all the above embodiments of the present invention, the magnetic coupler may be further selectively set as a permanent magnet-to-permanent magnet magnetic coupler or a permanent magnet-to-closed loop body magnetic coupler or a permanent magnet-to-concave-convex magnetizer magnetic coupler or a permanent magnet-to-exciter magnetic coupler or a concave-convex magnetizer-to-exciter magnetic coupler.
In the present invention, the torsional spring region may be selectively provided before the overrunning clutch in the torque transmission direction to reduce the shock.
In the present invention, the selection of the torque of the magnetic coupling is set according to the magnitude of the torque formed by the motor and the speed change.
In the invention, the driving direction of the overrunning clutch is set according to the driving power flow direction.
In the invention, the type of the magnetic coupler can be selectively selected according to the transmission requirement, and when the on-off of the magnetic coupler needs to be controlled, the magnetic coupler comprising the exciter body can be selectively selected and the current in the exciter body of the exciter body can be controlled.
In the present invention, the term "closed circuit body" refers to a magnetic conductor comprising a closed circuit, for example, a magnetic conductor comprising a squirrel cage.
In the present invention, the "magnetic coupler" refers to a mechanism that realizes linkage by magnetic force.
In the present invention, the magnetic coupler may be further selectively set as an external control magnetic coupler.
In the present invention, the "externally controlled magnetic coupler" refers to a magnetic coupler in which the coupling force is adjusted by adjusting the distance between two coupling bodies of the magnetic coupler by mechanical means, or a magnetic coupler in which the coupling force is adjusted by controlling the current in the excitation conductor of the magnetic coupler including the excitation conductor.
In the invention, the concave-convex magnetizer refers to a magnetizer with a concave-convex structure corresponding to the permanent magnet, and the action principle is that the magnetic conductivity of the convex part is strong and the magnetic conductivity of the concave part is weak, so that the coupling force is formed.
In the present invention, the magnetic coupling is selectively set to a magnetic coupling including an exciter, and the current in the exciter of the exciter is controlled by a switch to realize the transmission control of the magnetic coupling.
In the invention, the magnetic coupler can be selectively set as a permanent magnet-to-exciter magnetic coupler, and the exciting electric conductor of the permanent magnet-to-exciter magnetic coupler is electrically communicated with an electric ring and a power supply control switch; or, the magnetic coupler is a permanent magnet-to-exciter magnetic coupler, an exciting conductor of the permanent magnet-to-exciter magnetic coupler is electrically communicated with a generating coil through a rectifying unit and a control switch, and the generating coil is arranged on the rotating piece and corresponds to the permanent magnet; or the magnetic coupler is a permanent magnet-to-exciter magnetic coupler, an excitation conductor of the permanent magnet-to-exciter magnetic coupler is in electric communication with a power generation coil through a rectification unit, the power generation coil is arranged on the rotating piece and corresponds to the power generation exciting coil, and the power generation exciting coil is controlled by a switch.
In the invention, the magnetic coupler can be selectively set as a concave-convex magnetizer-to-exciter magnetic coupler, and the exciting electric conductor of the concave-convex magnetizer-to-exciter magnetic coupler is electrically communicated with the electric ring and the power supply control switch; or, the magnetic coupler is a concave-convex magnetizer-to-exciter magnetic coupler, an exciting conductor of the concave-convex magnetizer-to-exciter magnetic coupler is electrically communicated with a generating coil through a rectifying unit and a control switch, and the generating coil is arranged on the rotating part and corresponds to the permanent magnet; or, the magnetic coupler is a concave-convex magnetizer-to-exciter magnetic coupler, an exciting conductor of the concave-convex magnetizer-to-exciter magnetic coupler is electrically communicated with a generating coil through a rectifying unit, the generating coil is arranged on the rotating piece and corresponds to the generating exciting coil, and the generating exciting coil is controlled by a switch.
In the present invention, the "torsionally elastic region" refers to a region in which a set strain is generated when a torque is applied. The purpose is to reduce impact and enable more than two overrunning clutches to bear force.
In the invention, the overrunning clutch can be selectively arranged between the crankshafts of more than two engine units so as to stop a part of the engine units when necessary, thereby achieving the purposes of saving fuel and increasing efficiency.
In the present invention, the so-called overrunning clutch may selectively select a controlled overrunning clutch and an uncontrolled overrunning clutch.
In the invention, the mode of stopping a part of cylinders by adopting the overrunning clutch has the characteristics of simple structure, thorough cylinder stopping and high efficiency.
In the invention, self-balancing setting of a certain crankshaft and a piston motion system thereof can be selectively selected.
In the present invention, the term "the crankshaft a is operated in the forward direction" means that the crankshaft a rotates in the rotational direction of the output power.
In the present invention, the addition of letters such as "a" and "B" to a name of a certain component is merely to distinguish two or more components having the same name.
In the present invention, the number is included in a certain number or more, and two or more, for example.
In the present invention, necessary components, units, systems, etc. should be provided where necessary according to the known art in the field of internal combustion engines.
The internal combustion engine has the advantages of simple structure, complete cylinder deactivation and high efficiency.
Drawings
FIG. 1: the structure of embodiment 1 of the invention is schematically shown;
FIG. 2: the structure of embodiment 2 of the invention is schematically shown;
FIG. 3: the structure of embodiment 3 of the invention is schematically illustrated;
FIG. 4: the structure of embodiment 4 of the invention is schematically illustrated;
FIG. 5: the structure of embodiment 5 of the invention is schematically illustrated;
FIG. 6: the structure of embodiment 6 of the invention is schematically illustrated;
FIG. 7: the structure of embodiment 7 of the invention is schematically illustrated;
FIG. 8: the structure of embodiment 8 of the invention is schematically illustrated;
FIG. 9: the structure of embodiment 9 of the invention is schematically illustrated;
in the figure, 1 crankshaft A, 2 crankshaft B, 3 torsional elastic zone A, 4 overrunning clutch X, 5 torsional elastic zone B, 6 overrunning clutch Y and 7 torsional elastic zone XY.
Detailed Description
Example 1
An internal combustion engine, as shown in fig. 1, comprises a crankshaft A1 and a crankshaft B2, wherein the crankshaft A1 is in transmission arrangement with the crankshaft B2 through a torsional elastic zone A3 and then through an overrunning clutch X4.
Example 2
An internal combustion engine, as shown in fig. 2, comprises a crankshaft A1 and a crankshaft B2, wherein the crankshaft A1 is in transmission arrangement with the crankshaft B2 through an overrunning clutch X4 and then through a torsional elastic zone A3.
Example 3
An internal combustion engine, as shown in fig. 3, comprises a crankshaft A1 and a crankshaft B2, wherein the crankshaft A1 is in transmission arrangement with the crankshaft B2 through a torsional elastic zone A3, an overrunning clutch X4 and a torsional elastic zone B5.
Example 4
An internal combustion engine, as shown in fig. 4, includes a crankshaft A1 and a crankshaft B2, the crankshaft A1 is arranged in a transmission way with the crankshaft B2 through a torsional elastic zone A3 and then through an overrunning clutch X4 and an overrunning clutch Y6, and a torsional elastic zone XY 7 is arranged between the overrunning clutch X4 and the overrunning clutch Y6 and on the power side of the crankshaft A1.
Example 5
An internal combustion engine, as shown in fig. 5, includes a crankshaft A1 and a crankshaft B2, the crankshaft A1 is arranged in a transmission way with the crankshaft B2 through an overrunning clutch X4 and an overrunning clutch Y6 and then through a torsional elastic zone A3, and a torsional elastic zone XY 7 is arranged between the overrunning clutch X4 and the overrunning clutch Y6 and on the power side of the crankshaft A1.
Example 6
An internal combustion engine, as shown in fig. 6, includes a crankshaft A1 and a crankshaft B2, the crankshaft A1 is arranged in a transmission way with the crankshaft B2 through a torsional elastic zone A3, an overrunning clutch X4 and an overrunning clutch Y6, and then through a torsional elastic zone B55, and a torsional elastic zone XY 7 is arranged between the overrunning clutch X4 and the overrunning clutch Y6 and on the power side of the crankshaft A1.
Example 7
An internal combustion engine, as shown in fig. 7, comprises a crankshaft A1 and a crankshaft B2, the crankshaft A1 is in transmission arrangement with the crankshaft B2 through an overrunning clutch X4 and an overrunning clutch Y6, and a torsional elastic zone XY 7 is arranged between the overrunning clutch X4 and the overrunning clutch Y6 and on the crankshaft A1.
Example 8
An internal combustion engine, as shown in fig. 8, comprises a crankshaft A1 and a crankshaft B2, a linkage of the crankshaft A1 is in transmission arrangement with the crankshaft B2 through an overrunning clutch X4 and an overrunning clutch Y6, and a torsional elastic zone XY 7 is arranged between the overrunning clutch X4 and the overrunning clutch Y6 and on the linkage of the crankshaft A1.
Example 9
An internal combustion engine, as shown in fig. 9, includes a crankshaft A1 and a crankshaft B2, the crankshaft A1 is arranged in a transmission way with the crankshaft B2 through a torsional elastic zone A3 and an overrunning clutch X4, and the crankshaft A1 is arranged in a transmission way with a main load through the crankshaft B2 when outputting power.
Example 10
An internal combustion engine comprises a crankshaft A1 and a crankshaft B2, wherein the crankshaft A1 is in transmission arrangement with the crankshaft B2 through a torsional elastic zone A3 and an overrunning clutch X4, the crankshaft A1 is in transmission arrangement with a main load through the crankshaft B2 when outputting power, and the allowable torque of the crankshaft B2 is larger than that of the crankshaft A1.
As alternative embodiments, examples 2 to 8 and their alternative embodiments and the alternative embodiment of example 1 of the present invention can be further selectively set to make the crankshaft B2 and the main load transmit power when the crankshaft A1 outputs power; or, when the crankshaft A1 outputs power, the crankshaft B2 is in transmission with a main load, and the allowable torque of the crankshaft B2 is larger than that of the crankshaft A1.
Example 11
An internal combustion engine comprises a crankshaft A1 and a crankshaft B2, wherein the crankshaft A1 is in transmission arrangement with the crankshaft B2 through a torsional elastic zone A3 and an overrunning clutch X4, an internal combustion engine unit A corresponding to the crankshaft A1 comprises an air distribution camshaft A, an internal combustion engine unit B corresponding to the crankshaft B2 comprises an air distribution camshaft B, and the air distribution camshaft A and the air distribution camshaft B are arranged in a separated manner.
As a changeable embodiment, in each of examples 2 to 10 of the present invention, and the changeable embodiment thereof, and the changeable embodiment of example 1, it is further possible to selectively select that the internal combustion engine unit a corresponding to the crankshaft A1 includes a valve camshaft a, the internal combustion engine unit B corresponding to the crankshaft B2 includes a valve camshaft B, and the valve camshaft a and the valve camshaft B are separately provided.
Example 12
An internal combustion engine comprises a crankshaft A1 and a crankshaft B2, wherein the crankshaft A1 passes through an overrunning clutch X41Is arranged in transmission with a rotating shaft B, and the crankshaft A1 passes through an overrunning clutch X42The crankshaft B2 is in transmission arrangement with the rotating shaft B, the rotating shaft B is fixedly connected with the crankshaft B2 through a torsional elastic zone B55, the internal combustion engine unit A corresponding to the crankshaft A1 comprises a starting unit A, the internal combustion engine unit B corresponding to the crankshaft B2 comprises a starting unit B, and the starting unit A and the starting unit B are arranged separately.
As an alternative embodiment, the internal combustion engine unit a corresponding to the crankshaft A1 and the internal combustion engine unit B corresponding to the crankshaft B2 may further selectively include a starting unit a, and the starting unit a and the starting unit B are separately disposed.
In the specific implementation of all the aforementioned embodiments of the present invention, the allowable torque of the crankshaft B2 may be further selectively selected to be greater than the allowable torque of the crankshaft A1.
As an alternative embodiment, the embodiment 1 to the embodiment 12 and the alternative embodiment thereof of the present invention can be implemented by further selectively providing at least one magnetic coupling on the transmission path between the crankshaft a1 and the crankshaft B2. And the magnetic coupler can be further selectively set as a permanent magnet-to-permanent magnet magnetic coupler or a permanent magnet-to-closed loop body magnetic coupler or a permanent magnet-to-concave-convex magnetizer magnetic coupler or a permanent magnet-to-exciter magnetic coupler or a concave-convex magnetizer-to-exciter magnetic coupler.
Example 13
An internal combustion engine comprises a crankshaft A1 and a crankshaft B2, wherein an engine unit A corresponding to the crankshaft A1 is a three-cylinder internal combustion engine A, an engine unit B corresponding to the crankshaft B2 is a three-cylinder internal combustion engine B, the crankshaft A1 and the crankshaft B2 are arranged in a transmission mode through a torsional elastic zone A3 and an overrunning clutch X4, the crankshaft B2 outputs power to a main load, when high-power output is needed, the engine unit A and the engine unit B are both in a working state, the crankshaft A1 outputs power to the crankshaft B2 through the torsional elastic zone A3 and the overrunning clutch X4, and the crankshaft B2 outputs the power of the engine unit A and the power of the engine unit B to the main load; when a small power output is required, the engine unit a stops working, and the engine unit B outputs power to the main load alone.
In practical implementation of embodiments 1 to 12 and their alternative embodiments of the present invention, the crankshaft B2 may be further selectively selected to output power to a main load, when a large power output is required, the engine unit a corresponding to the crankshaft a1 and the engine unit B corresponding to the crankshaft B2 are both in a working state, the crankshaft a1 outputs power to the crankshaft B2 through a transmission line including at least one overrunning clutch and at least one torsional elastic zone, and the crankshaft B2 outputs power of the engine unit a and the engine unit B to the main load; when a small power output is required, the engine unit a stops working, and the engine unit B outputs power to the main load alone.
Obviously, the present invention is not limited to the above embodiments, and many modifications can be derived or suggested according to the known technology in the field and the technical solutions disclosed in the present invention, and all of the modifications should be considered as the protection scope of the present invention.

Claims (10)

1. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3) and an overrunning clutch X (4); or the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3) and an overrunning clutch X (4), and at least one magnetic coupler is arranged on a transmission line between the crankshaft A (1) and the crankshaft B (2).
2. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and then through a torsional elastic zone A (3); or the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and a torsional elastic zone A (3), and at least one magnetic coupler is arranged on a transmission line between the crankshaft A (1) and the crankshaft B (2).
3. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3), an overrunning clutch X (4) and a torsional elastic zone B (5); or the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3), an overrunning clutch X (4) and a torsional elastic zone B (5), and at least one magnetic coupler is arranged on a transmission route between the crankshaft A (1) and the crankshaft B (2).
4. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3) and then through an overrunning clutch X (4) and an overrunning clutch Y (6), and a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the power side of the crankshaft A (1); or the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3) and then through an overrunning clutch X (4) and an overrunning clutch Y (6), a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the power side of the crankshaft A (1), and at least one magnetic coupler is arranged on a transmission route between the crankshaft A (1) and the crankshaft B (2).
5. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and an overrunning clutch Y (6) and then through a torsional elastic zone A (3), and a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the power side of the crankshaft A (1); or the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and an overrunning clutch Y (6) and then through a torsional elastic zone A (3), a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the power side of the crankshaft A (1), and at least one magnetic coupler is arranged on a transmission route between the crankshaft A (1) and the crankshaft B (2).
6. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3), an overrunning clutch X (4) and an overrunning clutch Y (6) and then a torsional elastic zone B (5), and a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the power side of the crankshaft A (1); or the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through a torsional elastic zone A (3), an overrunning clutch X (4) and an overrunning clutch Y (6) and a torsional elastic zone B (5), a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the power side of the crankshaft A (1), and at least one magnetic coupler is arranged on a transmission route between the crankshaft A (1) and the crankshaft B (2).
7. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and an overrunning clutch Y (6), and a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the crankshaft A (1); or the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and an overrunning clutch Y (6), a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the crankshaft A (1), and at least one magnetic coupler is arranged on a transmission route between the crankshaft A (1) and the crankshaft B (2).
8. An internal combustion engine comprising a crankshaft a (1) and a crankshaft B (2), characterized in that: a linkage piece of the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and an overrunning clutch Y (6), and a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the linkage piece of the crankshaft A (1); or the linkage piece of the crankshaft A (1) is in transmission arrangement with the crankshaft B (2) through an overrunning clutch X (4) and an overrunning clutch Y (6), a torsional elastic zone XY (7) is arranged between the overrunning clutch X (4) and the overrunning clutch Y (6) and on the linkage piece of the crankshaft A (1), and at least one magnetic coupler is arranged on a transmission route between the crankshaft A (1) and the crankshaft B (2).
9. The internal combustion engine according to any one of claims 1 to 8, characterized in that: the crankshaft A (1) is in transmission arrangement with a main load through the crankshaft B (2) when outputting power; or when the crankshaft A (1) outputs power, the crankshaft B (2) is in transmission arrangement with a main load, and the allowable torque of the crankshaft B (2) is larger than that of the crankshaft A (1).
10. The internal combustion engine according to any one of claims 1 to 8, characterized in that: the internal combustion engine unit A corresponding to the crankshaft A (1) comprises an air distribution camshaft A, the internal combustion engine unit B corresponding to the crankshaft B (2) comprises an air distribution camshaft B, and the air distribution camshaft A and the air distribution camshaft B are arranged in a separated mode.
CN202110056703.6A 2020-01-16 2021-01-15 Internal combustion engine Pending CN112746895A (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN2020100488985 2020-01-16
CN202010048898 2020-01-16
CN2020102406157 2020-03-31
CN202010240615 2020-03-31

Publications (1)

Publication Number Publication Date
CN112746895A true CN112746895A (en) 2021-05-04

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110056703.6A Pending CN112746895A (en) 2020-01-16 2021-01-15 Internal combustion engine

Country Status (1)

Country Link
CN (1) CN112746895A (en)

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