WO2015032010A1 - 发动机用相位齿轮调大扭力节能发明 - Google Patents
发动机用相位齿轮调大扭力节能发明 Download PDFInfo
- Publication number
- WO2015032010A1 WO2015032010A1 PCT/CN2013/001033 CN2013001033W WO2015032010A1 WO 2015032010 A1 WO2015032010 A1 WO 2015032010A1 CN 2013001033 W CN2013001033 W CN 2013001033W WO 2015032010 A1 WO2015032010 A1 WO 2015032010A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- ignition
- engine
- pistons
- present
- compression
- Prior art date
Links
- 230000006835 compression Effects 0.000 claims description 17
- 238000007906 compression Methods 0.000 claims description 17
- 238000002485 combustion reaction Methods 0.000 claims description 10
- 239000000446 fuel Substances 0.000 abstract description 4
- 238000005265 energy consumption Methods 0.000 abstract description 3
- 239000007789 gas Substances 0.000 description 11
- 238000010586 diagram Methods 0.000 description 6
- 239000000567 combustion gas Substances 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Classifications
-
- 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
- F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
- F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
- F01B7/14—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on different main shafts
-
- 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
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
Definitions
- Figures 1, 01 are cranks, 02 is the crankshaft, 03 is the connecting rod, 04 is the connecting rod shaft, 05 is piston.
- a is compressed to top dead center, or compression ignition, b, c is released by inertia, d, e is exhaust.
- the fuel vaporization is sufficient, and the distance between the two crankshafts, the phase angle, the length of the connecting rod of the piston, the length of the crank and the length of the cylinder, the stroke of the two sets of pistons and the position of the piston ring, and the change of the piston thrust corresponding to the piston thrust during the gas explosion can be adjusted.
- the angle of the labor-saving lever makes the torque and power reach the extreme, and the explosive gas thrust can directly work without delay or attenuation.
- Suction and exhaust valves are: Figure 7, Figure 8, with the prior art drive, ignition type engine spark plug, can be installed on the cylinder bore as shown in Figure 2, Figure 3, can be multi-point ignition, can also be installed on the piston , the location of the combustion chamber.
- the engine of the present invention can save 50-70% in total energy consumption compared to the prior art engine.
- FIG. 1 is a schematic diagram showing the working principle of a piston and a crankshaft
- FIG. 2 and FIG. 3 are schematic diagrams showing the working cycle of an ignition type engine of two different torsion forces according to the present invention
- FIG. 4 FIG. A schematic diagram showing the working cycle of a compression ignition engine with two different torsion forces according to the present invention
- ZK is a combination of two crankshaft phase gears, which can change the working principle of the steering according to requirements
- Fig. 7 is a multi-pair valve scheme.
- L, M, and N are the arrangement diagrams of each pair of valves for compression, inhalation, and exhaust, respectively;
- Multi-valve scheme II, L, M, and N are compression, inhalation, and exhaust respectively.
- the phase of the crankshaft 02 and the crankshaft 09 are controlled by the programming of the phase engaging gear 14 and the phase engaging gear 15 being engaged with each other. According to the arrangement, the two pistons 05, 10 in the engine cylinder 16 are arranged.
- cranks 03, 11 crankshaft 04, 13, crank 01, 12 crankshaft 02, 09 finally obtain the conditions of the gas, ignition or compression ignition pressure between the pistons 05 and 10 in the cylinder, and the crankshaft 04, 13 labor saving
- the gas power can be directly applied to the pistons 05, 10 and the connecting rods 13, 11 , and the cranks 01, 12 drive the outputs of the crankshafts 02, 09.
- FIG 2 Figure 3, is the working principle of the ignition type engine; 07 is the spark plug installed on the cylinder wall (the spark plug can also be installed in the center combustion chamber of a piston, when ignition, no contact, small gap pulse discharge link, also Jog links), 01, 12 are cranks, 02, 09 are crankshafts, 03, 11 links, 04, 13 are crankshafts, 05, 10 are pistons, 19, 20 are piston rings, 21 are piston pins, 06 , is the suction and exhaust valve, 08, is the body, 14, 15 is the phase bite gear.
- b-c-d is compression. Or d- a- b burns work. B-c-d is the exhaust.
- Figure 4 is the working principle diagram of the compression ignition type engine; 01, 12 is the crank, 02, 09 is the crankshaft, 03, 11 linkage, 04, 13 is the crankshaft, 05, 10 is the piston, 19, 20 is The piston ring, 21 is the piston pin, 06, is the suction and exhaust valve, 08, is the body, 14, 15 is the phase engagement gear.
- A_b inhalation b-c-d is compression. Or d- a- b burns work. B_c-d is the exhaust.
- Phase gear ⁇ , K steering can be reversed.
- 02, 09 is the crankshaft, 14, 15 is the phase gear (two pairs of phase gears can be installed at both ends of the crankshaft according to requirements).
- FIG. 7 is the valve L work N is the exhaust M is the suction, 06 is the suction and exhaust valve, 08 is the body, 16 is the cylinder, 17 is the valve oil seal,
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
本发明是根据省力杠杆力的原理,通过两活塞部分冲程在汽缸内交替运动,调整燃气爆发时的推力作用到曲轴省力杠杆的角度位置,最大程度提高能效、扭力、降低能耗的目的。
Description
发动机用相位齿轮调大扭力节能发明 技术领域: 飞机、 汽车、 内燃机火车、 船舶、 发电机、 摩托车 各种燃油、 燃气及其它内燃发动机; 背景技术: 现有背景技术比如飞机、 汽车、 内燃机火车、 船舶、 发电机、 摩托车 各种燃油、 燃气 及其它内燃发动机均为各汽缸内用一个活塞做功, 发动机需先点燃, 或压燃燃烧室气体后, 依靠惯性轮释 放, 因燃烧动力被延时, 且燃气释放时杠杆角度极小, 尤其在低转速时造成动力效率低, 能耗高; 附图 1、 01是曲柄、 02是曲轴、 03是连杆、 04是连杆轴、 05是活塞。 a是压縮到上死点, 或压燃、 b、 c 是靠惯性带动释放, d、 e是排气。
发明内容: 附图 2、 附图 3、 附图 4、 附图 5、 本发明是用燃烧气体直接推动活塞, 根据大扭力杠杆的原理, 燃烧室混合燃气, 被点燃的或被压燃的燃气, 无需像现有背景技术依靠外力的惯性轮释放的过程, 而是直 接将燃气动力, 通过活塞及连杆, 作用到曲轴省力杠杆的角度位置, 由于汽缸内双活塞同时吸气, 吸力强 劲液体燃料汽化充分, 设计时可以通过调整两曲轴间距离, 和相位角度、 活塞的连杆长度、 曲柄长度及气 缸长度、两组活塞的行程及活塞环位置、改变燃气爆发时活塞推力对应的曲轴上省力杠杆的角度,使扭力、 动力发挥极致, 爆发气体推力可直接无延时无衰减做功。
吸排气气门采用: 图 7、 图 8、 配以现有技术驱动, 点燃型发动机火花塞, 可安装在缸璧上见图 2、 图 3、, 可以是多点点火, 也可安装在活塞上, 燃烧室的位置。 本发明的发动机, 比现有背景技术的发动机, 总能 耗节约 50-70%。
附图说明: 图 1、 现有背景技术活塞、 曲轴的工作原理图; 图 2、 图 3、 是代表本发明两种不同扭力的点燃 型发动机工作周期的原理图; 图 4、 图 5、 是代表本发明两种不同扭力的压燃型发动机工作周期的原理图; 图 6、 Z-K是两曲轴相位齿轮配合, 可根据需求, 改变转向的工作原理图; 图 7、 是多对气门方案一、 L、 M、 N分别是压縮、 吸气、排气每对气门一吸一排布置图; 图 8、 是多气门方案二、 L、 M、 N分别是压縮、 吸气、 排气的工作原理图;
具体实施方式: 见图 2-6是通过相位咬合齿轮 14和相位咬合齿轮 15相互咬合的编程来控制, 曲轴 02和 曲轴 09的相位, 根据设置, 发动机汽缸 16内的两个活塞 05、 10, 分别通过连杆 03、 11曲柄轴 04、 13、 曲柄 01、 12曲轴 02、 09, 最终获得汽缸内活塞 05和 10之间燃气, 点燃或压燃的压力的条件, 和曲柄轴 04、 13省力杠杆推动的合理最佳位置, 燃气动力可以直接通过活塞 05、 10及连杆 13、 11作用到, 曲柄 01、 12驱动曲轴 02、 09输出。
图 2、 图 3、 是点燃型发动机工作原理图; 07是安装在汽缸壁的火花塞 (火花塞也可安装在一只活塞中心 燃烧室, 点火时, 无触点, 小间隙脉冲放电式链接, 也可点动链接)、 01、 12是曲柄、 02、 09是曲轴、 03、 11连杆、 04、 13是曲柄轴、 05、 10是活塞、 19、 20是活塞环、 21是活塞销、 06、 是吸排气门、 08、 是机 体、 14、 15是相位咬合齿轮。
a - b吸气 b-c-d是压缩。 或 d- a- b燃烧做功。 b-c- d是排气。
图 4、 图 5、 是压燃型发动机工作原理图; 01、 12是曲柄、 02、 09是曲轴、 03、 11连杆、 04、 13是曲柄 轴、 05、 10是活塞、 19、 20是活塞环、 21是活塞销、 06、 是吸排气门、 08、 是机体、 14、 15是相位咬合 齿轮。
a_b吸气 b- c- d是压縮。 或 d- a- b燃烧做功。 b_c- d是排气。
图 6、 相位齿轮∑、 K转向可相反工作原理图 02、 09是曲轴, 14、 15是相位齿轮(根据需求两曲轴两端可 安装两对相位齿轮)。
图 7、 图 8、 是气门 L做功 N是排气 M是吸气, 06是吸排气门、 08是机体, 16是汽缸, 17是气门油封,
18是气门弹簧。
Claims
1、 本发明点燃或压燃型的发动机用两根曲轴 02、 09, 同一个汽缸 16内有两组活塞 05、 10, —个燃烧室 05、 10之间的发明。
2、 本发明点燃或压燃型发动机的同一个汽缸 16内, 有两组活塞 05、 10在工作的发明。
3、 本发明点燃或压燃型发动机工作时, 两组活塞 05、 10在汽缸内根据两根曲轴 02、 09相位角的设置不 同, 燃气被点燃或被压燃时增加扭力、 动力的节能发明。
4、 本发明利用点燃或压燃型发动机上的相位齿轮 14、 15的咬合, 调整发动机的两根曲轴 02、 09相对应 做功的角度, 来调整发动机汽缸 16内两个活塞相对应做功功况的发明。
5、 本发明点燃或压燃型发动机工作时, 同汽缸 16内的两组活塞 05、 10同时工作, 通过连杆 03、 11, 分 别带动两根曲轴 02、 09, 输出动力的发明。
6、 本发明点燃或压燃发动机见: 图 2图 3图 4图 5两组活塞 05、 10之间的燃气***时分别 L角或 M角 分别不能小于 90度, 或大于 270度的发明。
、 本发明点燃或压燃发动机图 7、 图 8釣气门设计。
8、 本发明 点燃或压燃发动机利用相位齿轮 14、 15调整扭力、 效率的发明。
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/CN2013/001033 WO2015032010A1 (zh) | 2013-09-03 | 2013-09-03 | 发动机用相位齿轮调大扭力节能发明 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/CN2013/001033 WO2015032010A1 (zh) | 2013-09-03 | 2013-09-03 | 发动机用相位齿轮调大扭力节能发明 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2015032010A1 true WO2015032010A1 (zh) | 2015-03-12 |
Family
ID=52627662
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/CN2013/001033 WO2015032010A1 (zh) | 2013-09-03 | 2013-09-03 | 发动机用相位齿轮调大扭力节能发明 |
Country Status (1)
Country | Link |
---|---|
WO (1) | WO2015032010A1 (zh) |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19607063A1 (de) * | 1996-02-24 | 1997-08-28 | Oestreicher Roland Dr | Allgemein einsetzbarer Verbrennungsmotor |
CN2454548Y (zh) * | 2000-12-23 | 2001-10-17 | 黄启春 | 一缸二塞传动双轴内燃机 |
CN2773323Y (zh) * | 2005-02-23 | 2006-04-19 | 文永海 | 节能发动机 |
JP2009197737A (ja) * | 2008-02-22 | 2009-09-03 | Katsuhito Yokouchi | 内燃機関 |
CN202325849U (zh) * | 2011-11-07 | 2012-07-11 | 陈继福 | 一种双曲轴活塞对置发动机 |
CN103452663A (zh) * | 2013-09-03 | 2013-12-18 | 张鑫 | 发动机用相位齿轮调大扭力节能发明 |
-
2013
- 2013-09-03 WO PCT/CN2013/001033 patent/WO2015032010A1/zh active Application Filing
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19607063A1 (de) * | 1996-02-24 | 1997-08-28 | Oestreicher Roland Dr | Allgemein einsetzbarer Verbrennungsmotor |
CN2454548Y (zh) * | 2000-12-23 | 2001-10-17 | 黄启春 | 一缸二塞传动双轴内燃机 |
CN2773323Y (zh) * | 2005-02-23 | 2006-04-19 | 文永海 | 节能发动机 |
JP2009197737A (ja) * | 2008-02-22 | 2009-09-03 | Katsuhito Yokouchi | 内燃機関 |
CN202325849U (zh) * | 2011-11-07 | 2012-07-11 | 陈继福 | 一种双曲轴活塞对置发动机 |
CN103452663A (zh) * | 2013-09-03 | 2013-12-18 | 张鑫 | 发动机用相位齿轮调大扭力节能发明 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2625404B1 (en) | Variable compression ratio systems for opposed-piston and other internal combustion engines, and related methods of manufacture and use | |
US10125679B2 (en) | Independent compression and expansion ratio engine with variable compression ratio | |
KR20090027603A (ko) | 풀링 로드 엔진 | |
US20120291572A1 (en) | Baker Torcor motion conversion mechanism | |
JP5904686B2 (ja) | 内燃機関のための可変行程機構 | |
CN103807015B (zh) | 一种高节油发动机 | |
US20240218842A1 (en) | Reciprocating-piston assembly, internal combustion engine, and related methods | |
US9074527B2 (en) | Counterpoise engine | |
WO2015032010A1 (zh) | 发动机用相位齿轮调大扭力节能发明 | |
RU2623334C2 (ru) | Способ формирования термодинамического цикла и устройство для его реализации | |
CN103452663A (zh) | 发动机用相位齿轮调大扭力节能发明 | |
WO2015127689A1 (zh) | 一种活塞式发动机 | |
TWI495783B (zh) | 具有轉動式進氣排氣機構的氣動引擎 | |
Parashar et al. | Design and analysis of compressed air engine | |
CN105041467A (zh) | 无缸盖双曲轴偏置四冲程卧式内燃机 | |
RU2496014C2 (ru) | Двигатель с дезаксиальным кривошипно-шатунным механизмом | |
JP2016535197A (ja) | 彗星ギアシャフト付きロータリピストンエンジン | |
CN202596888U (zh) | 双活塞双曲轴式发动机 | |
CN203067089U (zh) | 双力发动机 | |
Jangalwa et al. | Scuderi Split Cycle Engine: A Review | |
KR102646260B1 (ko) | 왕복 피스톤 조립체, 내부 연소 엔진 및 관련 방법 | |
CN201013447Y (zh) | 双轴压燃分缸式旋转活塞内燃发动机 | |
US20110186009A1 (en) | PhanNam Engine | |
WO2014139357A1 (zh) | 节能发动机 | |
CN203214169U (zh) | 一种异步双活塞双曲轴式发动机 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 13893073 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 13893073 Country of ref document: EP Kind code of ref document: A1 |