CN210217919U - Crankshaft angle regulator for parallel crankshaft engine - Google Patents
Crankshaft angle regulator for parallel crankshaft engine Download PDFInfo
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- CN210217919U CN210217919U CN201920301650.8U CN201920301650U CN210217919U CN 210217919 U CN210217919 U CN 210217919U CN 201920301650 U CN201920301650 U CN 201920301650U CN 210217919 U CN210217919 U CN 210217919U
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Abstract
The crankshaft angle regulator for parallel crankshaft engine consists of three parts of clutch, transmission and crankshaft angle regulator, and can regulate the crankshaft angle of engine without stopping the engine.
Description
Technical Field
The utility model relates to a parallelly connected bent axle engine bent axle corner regulator (be called for short bent axle corner regulator) belongs to machinery, heat energy power engineering field.
Background
At present, the most widely known engines are reciprocating piston engines, which are used in vehicles such as automobiles, trains and ships. It is composed of crank-connecting rod mechanism, air distributing 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 occurs when the engine is near full load, while most engines (e.g., those used in vehicles such as automobiles, trains, ships, etc.) operate at medium and low load most of the time. The efficiency of the engine at medium and small loads is far below its maximum efficiency, resulting in a large amount of fuel being wasted. Under the medium and small loads, the parallel crankshaft engine (as shown in figures 11 and 12) stops part of cylinders through cylinder closing control, so that the load factor of the working cylinders is improved, and the efficiency of the engine is improved. The crankshaft piston stops running in the cylinder which stops working. In order to uniformly distribute the power strokes of the working cylinders and reduce the vibration of the engine, the rotation angles of the crankshafts participating in the working cylinders need to be adjusted. In the development work of the prior parallel crankshaft engine, two types of crankshaft angle regulators are developed, one is disclosed in the patent number of 'parallel crankshaft engine': 2008100810268, (this construction is not disclosed) the adjustment of the crank angle of the engine requires the engine to be stopped and then operated; the other is a patent number of 'parallel crankshaft engine phase adjuster': 2015101856979, the crank angle regulator can realize the regulation of the crank angle of the engine under the condition of no stop, but the worm assembly for the regulation of the crank angle is arranged on the rotating clutch shell, the transmission difficulty of the control signal and the energy is higher, and the regulation is completed by a motor, so the precision of the regulation of the crank angle is lower. In order to solve the problems of high difficulty in control signal and energy transmission and low precision in crankshaft angle adjustment, the crankshaft angle adjuster of the parallel crankshaft engine is designed.
Disclosure of Invention
In order to solve the problems that a phase adjuster of a parallel crankshaft engine has large difficulty in transmitting control signals and energy and low precision in adjusting the crankshaft angle, the crankshaft angle adjuster of the parallel crankshaft engine is designed.
The utility model provides a technical scheme that its technical problem adopted is: the cylinder of the parallel crankshaft engine is divided into a main cylinder and an auxiliary cylinder, wherein only one main cylinder is provided, and the rest cylinders are auxiliary cylinders, (as shown in figure 1), the main cylinder crankshaft (1) is directly connected with a main cylinder gear (24) and is a power output end of the engine. (as shown in fig. 11) the main cylinder gear (24) and the auxiliary cylinder gear (2) are meshed with each other in sequence to realize power transmission of each cylinder of the parallel crankshaft engine.
The crankshaft angle regulator of the parallel crankshaft engine is arranged at one end of a crankshaft (4) of an auxiliary cylinder and consists of a clutch, a transmission device and a crankshaft angle regulating device.
The clutch is connected with the auxiliary cylinder crankshaft (4) and the clutch housing (7) and controls the connection and the disconnection of the auxiliary cylinder crankshaft and the clutch housing. The clutch consists of a clutch shell (7), a clutch piston (8), a driven disc (14), a driving disc (13), a spring seat (10), a spring (9), an auxiliary 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 internal gear and a retaining ring groove are processed in the clutch shell (7) (shown in figure 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) (as shown in fig. 8) is ring-shaped, and the two sides of the outer circular surface are provided with friction materials, wherein the two sides of the outer circular surface are provided with gear teeth (matched with an internal 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 retaining ring groove are processed on the stepped shaft. The clutch shell (7) is arranged on the auxiliary cylinder crankshaft (4) and is axially positioned by a retaining ring a (6) and a retaining ring c (12); the clutch housing (7) can rotate on the auxiliary cylinder crankshaft (4); the clutch piston (8) is arranged in the hydraulic cylinder of the clutch shell (7) and is matched with the hydraulic cylinder, 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 piston does not work; the clutch shell (7) is matched with the driven plate (14) through an internal gear, the auxiliary cylinder crankshaft (4) is matched with the driving plate (13) through a spline, and the driven plate (14) and the driving plate (13) are alternately arranged in the clutch shell (7). A retainer f (23) is mounted on the outer surfaces of the driven disk (14) and the driving disk (13). When the hydraulic oil-hydraulic clutch works, the computer-controlled electromagnetic valve supplies oil to the hydraulic cylinder through oil ducts arranged in parts such as a main bearing seat (5), an auxiliary cylinder crankshaft (4) and the like, a clutch piston (8) overcomes the elasticity of a spring (9) to move rightwards under the action of hydraulic oil to press a driven disc (14) and a driving disc (13) together, a clutch shell (7) and the auxiliary cylinder crankshaft (4) are connected together through the driven disc (14) and the driving disc (13), and the clutch is combined; when the clutch needs to be separated, the computer controls the electromagnetic valve 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 enable the driven disc (14) and the driving disc (13) to be separated.
The transmission device consists of an adjusting gear (20), a pinion (22), a small shaft (15), an auxiliary cylinder gear (2), a clutch housing (7), a sliding washer (16) and a retainer ring d (19). The left side of the adjusting gear (20) (shown in figure 5) is provided with gear teeth, and the right side is provided with an external spline and a circular hole in the middle of a retaining ring groove; the device is arranged on an auxiliary cylinder crankshaft (4) through a middle round hole, can rotate relative to the auxiliary cylinder crankshaft (4), and is axially positioned by a retainer ring d (19); the gear teeth of the worm gear are meshed with a pinion (22), and the external splines are matched with the internal splines of the worm wheel (21). The pinion (22) (shown in figure 7) 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 sliding gaskets (16) of the pinions (22) which are more than one group are uniformly distributed on a circle which takes the axis of the auxiliary cylinder gear (2) as the center, and the pinions (22) are simultaneously meshed with the adjusting gear (20) and an inner gear of the clutch shell (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 mounted on the adjusting gear (20) by a middle hole and can rotate around the adjusting gear, and the auxiliary cylinder gear is meshed with the gears of the cylinders on the two sides simultaneously.
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 screws; an inner hole of the turbine (21) (shown in figure 6) is provided with an internal spline, and the outer surface of the turbine is provided with arc-shaped teeth; it is installed on the adjusting gear (20), the inner spline of which is matched with the outer 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) is composed of a worm, a reducer (29), a motor (30), a brake (31) and a bracket (32). Wherein the worm consists of a retainer 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 bracket. The worm, the reducer (29), the motor (30) and the brake (31) are sequentially connected, and the motor (30) drives the worm through the reducer (29) so as to drive the turbine (21) to rotate when the worm-gear-type braking device works. The auxiliary 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 auxiliary worm (26) and the main worm (28), and the torsion spring (27) has the function of rotating the auxiliary worm (26) for a certain angle to generate pretightening force when the worm and the worm wheel (21) are assembled so as to avoid collision between the worm and the worm wheel when an engine works. The brake hub (35) is fixedly connected with a rotor shaft of the motor (30); the upper brake shoe (34) and the lower brake shoe (39) are arranged on the brake shoe shaft (33) and encircle 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 de-energized, the upper brake shoe (34) and the lower brake shoe (39) tightly hold 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 energized, the electromagnet (38) attracts the armature (36) to overcome the elastic force of the brake spring (37) to enable the upper brake shoe (34) and the lower brake shoe (39) to release the brake hub (35) to enable the motor (30) and the worm to rotate.
Working process, take 1 cylinder as master cylinder 4 cylinders parallel crankshaft engine as example. The crankshaft angle regulator of the parallel crankshaft engine can be divided into two working states, namely a normal power transmission state and a crankshaft angle regulating state.
Normal power transmission state. Take 2 cylinders as an example. At the moment, the 2-cylinder clutch is combined, and the worm assembly (17) brakes the adjusting gear (20) through the worm wheel (21). The 2 cylinders work, power is transmitted to a clutch shell (7) through an auxiliary cylinder crankshaft (4) and a clutch of the 2 cylinders, the clutch shell (7) drives a pinion (22) to roll on an adjusting gear (20), the pinion (22) drives an auxiliary cylinder gear (2) to rotate through a small shaft (15), and the auxiliary cylinder gear (2) transmits the power to a main cylinder gear (24) and then outputs the power.
A crankshaft angle adjustment state. Assuming that 2 cylinders are put into operation when 1 cylinder and 4 cylinders work, the working interval of the original 1 cylinder and 4 cylinders is 360 degrees of crank angle, the working interval of the 1 cylinder, 2 cylinder and 4 cylinder after the 2 cylinder is put into operation is 240 degrees of crank angle, and at this time, the 1 cylinder works as usual, and the 2 cylinder and the 4 cylinder carry out the adjustment of the crank angle. The 2 cylinders are used as cylinders which are newly put into operation, firstly, a computer controls an electromagnetic valve of the 2 cylinders to supply oil to a hydraulic cylinder through oil passages arranged in parts such as a main bearing seat (5) and an auxiliary cylinder crankshaft (4), a clutch of the 2 cylinders is combined, the auxiliary cylinder crankshaft (4) of the 2 cylinders rotates through a transmission device, the computer detects the crankshaft position when the 2 cylinders do work through a camshaft position sensor arranged on a camshaft cam shaft of the 2 cylinders, if the difference between the crankshaft position of the 2 cylinders and the crankshaft position of the 1 cylinder is not 240 degrees, the computer supplies power to a worm assembly (17) of the 2 cylinders, a brake (31) and a motor (30) are simultaneously electrified, the brake (31) is released, and the motor (30) rotates. The motor (30) drives the worm, the worm wheel (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 shell (7) and the clutch until the working crankshaft position of the 2 cylinders is 240 degrees different from that of the 1 cylinder. And 2, after the working crankshaft position of the cylinder is adjusted, putting the cylinder into operation. The working crankshaft position adjustment of 4 cylinders is the same as that of 2 cylinders. If the load of the engine is reduced and a certain cylinder is required to be removed from work, the computer can control the ignition and oil injection system of the cylinder to stop working, the clutch is separated, and the crankshaft and the piston of the cylinder stop running.
The beneficial effects of the utility model are that, because worm assembly (17) fixed mounting, it is higher to make parallelly connected bent axle engine crankshaft angle's regulation easier precision.
Drawings
Fig. 1 is a crank angle adjuster assembly view;
FIG. 2 is a detail view of one end of the secondary cylinder crankshaft;
FIG. 3 is a worm assembly;
FIG. 4 is a brake;
FIG. 5 is an adjustment gear detail view;
FIG. 6 is a turbine part view;
FIG. 7 is a gear diagram of the secondary cylinder;
FIG. 8 is a fragmentary view of the clutch driven plate;
FIG. 9 is a fragmentary view of the clutch driving plate;
FIG. 10 is a clutch housing detail view;
FIG. 11 is a schematic diagram of a parallel crankshaft engine configuration;
FIG. 12 is a sectional view A-A of FIG. 11;
the labels in the figure are: 1. the main cylinder crankshaft, 2, the auxiliary cylinder gear, 3, a bearing bush, 4, the auxiliary cylinder crankshaft, 5, a main bearing seat, 6, a retainer ring a, 7, a clutch shell, 8, a clutch piston, 9, a spring, 10, a spring seat, 11, a retainer ring b, 12, a retainer ring c, 13, a driving disc, 14, a driven disc, 15, a small shaft, 16, a sliding gasket, 17, a worm assembly, 18, an engine rear wall, 19, a retainer ring d, 20, an adjusting gear, 21, a turbine, 22, a pinion, 23, a retainer ring f, 24, a main cylinder gear, 25, a retainer ring g, 26, a driven worm, 27, a torsion spring, 28, a main worm, 29, a 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, 41, a camshaft, 42. the engine comprises a cylinder block, 43, a crankshaft balance block, 44, a crankshaft angle regulator, 46, an upper timing belt wheel, 47, a timing belt, 48, a lower timing belt wheel and 49, a retaining ring e.
Detailed Description
The crankshaft angle regulator of the parallel crankshaft engine is arranged at one end of a crankshaft (4) of an auxiliary cylinder and consists of a clutch, a transmission device and a crankshaft angle regulating device.
The clutch is connected with the auxiliary cylinder crankshaft (4) and the clutch housing (7) and controls the connection and the disconnection of the auxiliary cylinder crankshaft and the clutch housing. The clutch consists of a clutch shell (7), a clutch piston (8), a driven disc (14), a driving disc (13), a spring seat (10), a spring (9), an auxiliary 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 internal gear and a retaining ring groove are processed in the clutch shell (7) (shown in figure 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) (as shown in fig. 8) is ring-shaped, and the two sides of the outer circular surface are provided with friction materials, wherein the two sides of the outer circular surface are provided with gear teeth (matched with an internal 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 retaining ring groove are processed on the stepped shaft. The clutch shell (7) is arranged on the auxiliary cylinder crankshaft (4) and is axially positioned by a retaining ring a (6) and a retaining ring c (12); the clutch housing (7) can rotate on the auxiliary cylinder crankshaft (4); the clutch piston (8) is arranged in the hydraulic cylinder of the clutch shell (7) and is matched with the hydraulic cylinder, 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 piston does not work; the clutch shell (7) is matched with the driven plate (14) through an internal gear, the auxiliary cylinder crankshaft (4) is matched with the driving plate (13) through a spline, and the driven plate (14) and the driving plate (13) are alternately arranged in the clutch shell (7). A retainer f (23) is mounted on the outer surfaces of the driven disk (14) and the driving disk (13). When the hydraulic oil-hydraulic clutch works, the computer-controlled electromagnetic valve supplies oil to the hydraulic cylinder through oil ducts arranged in parts such as a main bearing seat (5), an auxiliary cylinder crankshaft (4) and the like, a clutch piston (8) overcomes the elasticity of a spring (9) to move rightwards under the action of hydraulic oil to press a driven disc (14) and a driving disc (13) together, a clutch shell (7) and the auxiliary cylinder crankshaft (4) are connected together through the driven disc (14) and the driving disc (13), and the clutch is combined; when the clutch needs to be separated, the computer controls the electromagnetic valve 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 enable the driven disc (14) and the driving disc (13) to be separated.
The transmission device consists of an adjusting gear (20), a pinion (22), a small shaft (15), an auxiliary cylinder gear (2), a clutch housing (7), a sliding washer (16) and a retainer ring d (19). The left side of the adjusting gear (20) (shown in figure 5) is provided with gear teeth, and the right side is provided with an external spline and a circular hole in the middle of a retaining ring groove; the device is arranged on an auxiliary cylinder crankshaft (4) through a middle round hole, can rotate relative to the auxiliary cylinder crankshaft (4), and is axially positioned by a retainer ring d (19); the gear teeth of the worm gear are meshed with a pinion (22), and the external splines are matched with the internal splines of the worm wheel (21). The pinion (22) (shown in figure 7) 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 sliding gaskets (16) of the pinions (22) which are more than one group are uniformly distributed on a circle which takes the axis of the auxiliary cylinder gear (2) as the center, and the pinions (22) are simultaneously meshed with the adjusting gear (20) and an inner gear of the clutch shell (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 mounted on the adjusting gear (20) by a middle hole and can rotate around the adjusting gear, and the auxiliary cylinder gear is meshed with the gears of the cylinders on the two sides simultaneously.
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 screws; an inner hole of the turbine (21) (shown in figure 6) is provided with an internal spline, and the outer surface of the turbine is provided with arc-shaped teeth; it is installed on the adjusting gear (20), the inner spline of which is matched with the outer 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) is composed of a worm, a reducer (29), a motor (30), a brake (31) and a bracket (32). Wherein the worm consists of a retainer 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 bracket. The worm, the reducer (29), the motor (30) and the brake (31) are sequentially connected, and the motor (30) drives the worm through the reducer (29) so as to drive the turbine (21) to rotate when the worm-gear-type braking device works. The auxiliary 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 auxiliary worm (26) and the main worm (28), and the torsion spring (27) has the function of rotating the auxiliary worm (26) for a certain angle to generate pretightening force when the worm and the worm wheel (21) are assembled so as to avoid collision between the worm and the worm wheel when an engine works. The brake hub (35) is fixedly connected with a rotor shaft of the motor (30); the upper brake shoe (34) and the lower brake shoe (39) are arranged on the brake shoe shaft (33) and encircle 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 de-energized, the upper brake shoe (34) and the lower brake shoe (39) tightly hold 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 energized, the electromagnet (38) attracts the armature (36) to overcome the elastic force of the brake spring (37) to enable the upper brake shoe (34) and the lower brake shoe (39) to release the brake hub (35) to enable the motor (30) and the worm to rotate.
Working process, take 1 cylinder as master cylinder 4 cylinders parallel crankshaft engine as example. The crankshaft angle regulator of the parallel crankshaft engine can be divided into two working states, namely a normal power transmission state and a crankshaft angle regulating state.
Normal power transmission state. Take 2 cylinders as an example. At the moment, the 2-cylinder clutch is combined, and the worm assembly (17) brakes the adjusting gear (20) through the worm wheel (21). The 2 cylinders work, power is transmitted to a clutch shell (7) through an auxiliary cylinder crankshaft (4) and a clutch of the 2 cylinders, the clutch shell (7) drives a pinion (22) to roll on an adjusting gear (20), the pinion (22) drives an auxiliary cylinder gear (2) to rotate through a small shaft (15), and the auxiliary cylinder gear (2) transmits the power to a main cylinder gear (24) and then outputs the power.
A crankshaft angle adjustment state. Assuming that 2 cylinders are put into operation when 1 cylinder and 4 cylinders work, the working interval of the original 1 cylinder and 4 cylinders is 360 degrees of crank angle, the working interval of the 1 cylinder, 2 cylinder and 4 cylinder after the 2 cylinder is put into operation is 240 degrees of crank angle, and at this time, the 1 cylinder works as usual, and the 2 cylinder and the 4 cylinder carry out the adjustment of the crank angle. The 2 cylinders are used as cylinders which are newly put into operation, firstly, a computer controls an electromagnetic valve of the 2 cylinders to supply oil to a hydraulic cylinder through oil passages arranged in parts such as a main bearing seat (5) and an auxiliary cylinder crankshaft (4), a clutch of the 2 cylinders is combined, the auxiliary cylinder crankshaft (4) of the 2 cylinders rotates through a transmission device, the computer detects the crankshaft position when the 2 cylinders do work through a camshaft position sensor arranged on a camshaft cam shaft of the 2 cylinders, if the difference between the crankshaft position of the 2 cylinders and the crankshaft position of the 1 cylinder is not 240 degrees, the computer supplies power to a worm assembly (17) of the 2 cylinders, a brake (31) and a motor (30) are simultaneously electrified, the brake (31) is released, and the motor (30) rotates. The motor (30) drives the worm, the worm wheel (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 shell (7) and the clutch until the working crankshaft position of the 2 cylinders is 240 degrees different from that of the 1 cylinder. And 2, after the working crankshaft position of the cylinder is adjusted, putting the cylinder into operation. The working crankshaft position adjustment of 4 cylinders is the same as that of 2 cylinders. If the load of the engine is reduced and a certain cylinder is required to be removed from work, the computer can control the ignition and oil injection system of the cylinder to stop working, the clutch is separated, and the crankshaft and the piston of the cylinder stop running.
Claims (1)
1. The utility model provides a parallelly connected bent axle engine crankshaft angle regulator, by clutch, transmission, crankshaft angle adjusting device three major parts constitute characterized by: the clutch is connected with the auxiliary cylinder crankshaft (4) and a clutch shell (7), and an annular hydraulic cylinder, an internal gear and a retaining ring groove are processed in the clutch shell (7);
the transmission device consists of an adjusting gear (20), a pinion (22), a small shaft (15), an auxiliary cylinder gear (2), a clutch housing (7), a sliding washer (16) and a retainer ring d (19); the left side of the adjusting gear (20) is provided with gear teeth, and the right side of the adjusting gear is provided with an external spline and a circular hole in the middle of a retaining ring groove; the adjusting gear (20) is arranged on the auxiliary cylinder crankshaft (4) through a middle round hole, 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 splines are matched with the internal splines of the turbine (21); the small gear (22) is a cylindrical gear, a small shaft (15) is fixed on the auxiliary cylinder gear (2), the small gear (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 small gear (22) and the auxiliary cylinder gear (2), the sliding gaskets (16) of the small gears (22) which are larger than one group and the small shafts (15) are uniformly distributed on a circle which takes the axis of the auxiliary cylinder gear (2) as the center, and the small gears (22) are 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, the middle of the auxiliary cylinder gear is provided with a hole, 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) by a middle hole, can rotate around the adjusting gear, and is simultaneously meshed with the 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 screws; an inner spline is processed in an inner hole of the turbine (21), and arc-shaped teeth are processed on the outer surface of the inner spline; the adjusting mechanism is arranged on an adjusting gear (20), an internal spline of the adjusting mechanism 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).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920301650.8U CN210217919U (en) | 2019-03-11 | 2019-03-11 | Crankshaft angle regulator for parallel crankshaft engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920301650.8U CN210217919U (en) | 2019-03-11 | 2019-03-11 | Crankshaft angle regulator for parallel crankshaft engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210217919U true CN210217919U (en) | 2020-03-31 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920301650.8U Withdrawn - After Issue CN210217919U (en) | 2019-03-11 | 2019-03-11 | Crankshaft angle regulator for parallel crankshaft engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210217919U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109763895A (en) * | 2019-03-11 | 2019-05-17 | 德州学院 | Parallel crank-axle engine crank angle adjuster |
-
2019
- 2019-03-11 CN CN201920301650.8U patent/CN210217919U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109763895A (en) * | 2019-03-11 | 2019-05-17 | 德州学院 | Parallel crank-axle engine crank angle adjuster |
| CN109763895B (en) * | 2019-03-11 | 2024-03-26 | 德州学院 | Crank angle regulator for parallel crank engine |
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| AV01 | Patent right actively abandoned |
Granted publication date: 20200331 Effective date of abandoning: 20240326 |