WO2015032169A1 - 发动机用相位齿轮调大扭力节能装置 - Google Patents
发动机用相位齿轮调大扭力节能装置 Download PDFInfo
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- WO2015032169A1 WO2015032169A1 PCT/CN2014/000729 CN2014000729W WO2015032169A1 WO 2015032169 A1 WO2015032169 A1 WO 2015032169A1 CN 2014000729 W CN2014000729 W CN 2014000729W WO 2015032169 A1 WO2015032169 A1 WO 2015032169A1
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- crankshaft
- piston
- connecting rod
- torque
- arm
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- 230000007246 mechanism Effects 0.000 claims abstract description 120
- 239000000446 fuel Substances 0.000 claims abstract description 9
- 230000001133 acceleration Effects 0.000 claims description 37
- 230000001360 synchronised effect Effects 0.000 claims description 6
- 230000006870 function Effects 0.000 claims description 5
- 230000006835 compression Effects 0.000 claims description 3
- 238000007906 compression Methods 0.000 claims description 3
- 239000007789 gas Substances 0.000 abstract description 24
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 abstract description 4
- 239000003345 natural gas Substances 0.000 abstract description 2
- 238000002485 combustion reaction Methods 0.000 description 16
- 230000005540 biological transmission Effects 0.000 description 8
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 230000003434 inspiratory effect Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008450 motivation Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000037452 priming Effects 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
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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
- F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
Definitions
- the present invention relates to the field of engines, and in particular to a phase gear-adjusting torque energy-saving device for an engine.
- FIG. 1 a schematic structural view of all piston-type internal combustion engines of existing aircrafts, automobiles, trains, ships, power generation, machinery, motorcycles, etc.; between the piston mechanism 56, the crank shaft 57, the crank 58 and the crankshaft 59
- the ignition advance angle K is fired at 15 degrees to 0 degrees. At this time, there is no torque, and the torque is instantaneously lost by about 20%.
- the crankshaft 59 consumes the original inertial power rotation, and the crank 58 and the crankshaft 59 torque gradually decrease from small to large.
- the piston mechanism moves to the bottom dead center as the torque of the crankshaft increases, the space of the combustion chamber 55 increases, and the crank 58 and the torque of the crankshaft 59 decrease accordingly, when the piston rod and the crank are clamped.
- the angle K is 90 degrees, the crank has the largest torque to the crankshaft, but at this time, the torque is only about 25% of the initial work, and 50% of the torque is lost.
- the structure of the existing piston internal combustion engine makes the work power a large amount of reactive power loss, wastes more than 70% of energy, and increases pollution emissions by more than 70% to the environment.
- the internal combustion engine disclosed in the patent No. JP2009197737A has two sets of pistons in the same cylinder.
- the disadvantages of the internal combustion engine are as follows: 1.
- the two sets of piston crankshafts have a number of revolutions of 1: 2, which determines that the two pistons are In a complete work process, one of the groups has two suction and exhaust processes, about 30% of the strokes are reversed, resulting in a loss of 30% of the inspiratory volume, and when any one of the valves is opened, the piston is blocked.
- the present invention provides a phase gear large torque energy saving device for an engine.
- the device comprises a body, a cylinder, a suction and exhaust valve mechanism, a crankshaft air guiding piston connecting rod mechanism, a crankshaft air guiding piston acceleration arm connecting rod mechanism and a igniting mechanism, the crankshaft air guiding piston connecting rod mechanism and a crankshaft air guiding piston acceleration arm
- the linkage mechanism has an intermeshing phase gear
- the crank air guide piston linkage mechanism includes a crankshaft and a crankshaft connected by a crank disposed in the body, and a gas guiding piston mechanism connected to the crankshaft disposed in the cylinder;
- the crankshaft air guiding piston acceleration arm linkage mechanism includes a crankshaft and a crankshaft connected by a crank disposed on the other side of the body, an acceleration arm link, an air guiding piston acceleration arm, and a gas guiding piston disposed in the cylinder
- An air guiding piston mechanism connected to the acceleration arm, the air guiding piston acceleration arm is connected to the crank shaft through an acceleration arm link, and the other end of the air guiding piston acceleration arm is connected to the body through a shaft;
- crank center line S1 of the crankshaft air guiding piston link mechanism and the air guiding piston connecting rod center line L1 form a igniting lag angle F is set to be less than or equal to 90 degrees greater than 0 degrees; synchronous, air guiding
- the cranking center line S2 in the piston accelerating arm link mechanism and the pilot advance angle G of the accelerating arm link center line L2 are set between 15 degrees and 0 degrees.
- the utility model further comprises a gas guiding piston gap adjusting arm mechanism, comprising an adjusting arm and a multi-cylinder synchronizing pin, wherein the adjusting arm is mounted on the body through a shaft hinge, and the two ends of the adjusting arm respectively pass the shaft and the air guiding piston to accelerate the arm and lift
- the regulator is connected, and the multi-cylinder synchronizing pin is disposed on the control arm for synchronously interlocking the plurality of control arms.
- crankshaft and crankshaft connected by the crank, the accelerator arm link, and the air guide piston mechanism provided in the cylinder, which are disposed in the other side of the body, are coupled to the crankshaft by the acceleration arm link.
- the intake and exhaust valve mechanism comprises a valve control device, an intake and exhaust assembly, a valve, an intake passage and an exhaust passage formed between the intake and exhaust assembly and the body, and an intake passage and an exhaust passage end.
- the valve control device is hinged on the body or the air intake and exhaust unit for controlling the valve operation.
- the suction and exhaust valve mechanism is arranged in a single group or a plurality of groups, which are disposed at the periphery of the cylinder.
- the air guiding piston mechanism and the air guiding piston in the air guiding piston mechanism are provided with air guiding ramps for realizing the functions of suction, exhaust, work and air conduction.
- crankshaft 63 has a diameter greater than the diameter of the crankshaft 53.
- the lift regulator is an eccentric shaft rotary lift regulator, a hydraulic pump regulator or a motor screw lift adjuster or fixed.
- a phase gear large-torque energy-saving device for a combined engine comprising: a plurality of sets of phase gear-adjusting torque energy-saving devices for an engine according to claim 1, wherein said plurality of said engine phase gears are adjusted to increase torque
- a crankshaft 51 can be shared between the crankshaft air guiding piston connecting rod mechanism of the device for linkage; a plurality of sets of the phase gear of the engine can be synchronized by the multi-cylinder between the adjusting arms of the air guiding piston clearance adjusting arm mechanism of the energy saving device
- the pins are connected to realize linkage, and the adjustment arms of the adjacent two sets of air guiding piston clearance adjusting arm mechanisms are synchronously connected by the rack meshing form or by the lifter push rod form.
- the igniting mechanism is: a fuel nozzle or a spark plug, or a fuel nozzle and a spark plug; or no ignition ignition.
- the invention is innovative compared with the structure of the existing piston internal combustion engine, and effectively solves the work gas ignition advance angle K (background technology) to start work at 15 degrees - 0 degrees, at this time no torque for the crankshaft, moment of torque
- K background technology
- the present invention obtains the igniting lag angle F formed by the connecting rod and the crank through the phase gear to make the crankshaft work under the high torque high efficiency state, and can also cooperate with the air guiding piston clearance adjusting arm mechanism.
- the torque and power are fully utilized.
- the torsion force of the combustion chamber can be directly passed through the air guiding piston without delay and without attenuation. It saves energy by 50%-70% compared with the existing piston internal combustion engine, and the mechanical efficiency is greatly improved, reducing pollution by 50%-70%, and The problem of low-energy fuel power such as natural gas is completely solved.
- FIG. 1 is a schematic structural view of a conventional piston internal combustion engine
- Figure 2 is a schematic view showing the structure of the present invention
- FIG. 3 is a schematic diagram of the duty cycle of the present invention.
- Figure 4 is a schematic view showing the structure of the phase gear of the present invention.
- FIG. 5 is a schematic view of Embodiment 1 of the intake and exhaust valve mechanism of the present invention.
- FIG. 6 is a schematic view of Embodiment 2 of the intake and exhaust valve mechanism of the present invention. Instruction manual
- Figure 7 is a schematic view showing Embodiment 3 of the intake and exhaust valve mechanism of the present invention.
- Figure 8 is a schematic structural view of a valve of the present invention.
- Figure 9 is a schematic structural view of an embodiment of the combined device of the present invention.
- Figure 10 is a schematic structural view of another embodiment of the combined device of the present invention.
- an engine phase gear is used to adjust the torque energy-saving device, including the body 1, the cylinder 2, the suction and exhaust valve mechanism 3, the crankshaft air-guide piston linkage mechanism 5, and the crankshaft air-guide piston acceleration.
- the arm link mechanism 6, and the igniter mechanism 4 may be a more common fuel nozzle or spark plug or fuel nozzle and spark plug or no ignition for compression ignition.
- the crankshaft air guide piston linkage mechanism 5 and the crankshaft air guide piston acceleration arm linkage mechanism 6 are respectively connected to the intermeshing phase gears 7 through the shafts, thereby ensuring the operation of the crankshaft air guide piston linkage mechanism 5 and the crankshaft acceleration arm linkage mechanism 6. Corresponding fit, while controlling the phase angle between the crankshafts.
- the crankshaft air guiding piston linkage mechanism 5 includes a crankshaft 51 and a crankshaft 53 connected through the crank 52 disposed in the body 1, and a pilot air piston mechanism 54 connected to the crankshaft 53 via the air guiding piston connecting rod 541;
- the mechanism 54 is disposed in the cylinder 2.
- the crankshaft air guiding piston acceleration arm linkage mechanism 6 includes a crankshaft 61 and a crankshaft 63 that are connected to the other side of the body 1 via a crank 62, an acceleration arm link 64, a pilot piston acceleration arm 65, and a pilot piston through the air guide piston.
- the air guide piston mechanism 66 is connected to the air guide piston accelerating arm 65, the air guide piston mechanism 66 is disposed in the cylinder 2, and the air guide piston accelerating arm 65 is connected to the crank shaft 63 via the acceleration arm link 64.
- the other end of the gas piston acceleration arm (65) is connected to the body (1) through a shaft.
- crankshaft 61 and the crankshaft 63 connected by the crank 62 disposed in the other side of the body 1 , the acceleration arm link 64 , and the air guide piston mechanism 66 disposed in the cylinder 2 are passed through the acceleration arm link 64 .
- the crankshaft 61 is twice the number of revolutions of the crankshaft 51, i.e., the ratio of revolutions is 2 to 1, and the effect of the above embodiment is about 30% less than that of the prior art.
- the diameter of the crankshaft 63 of the crankshaft piston accelerating arm linkage mechanism 6 is larger than the diameter of the crankshaft 53 of the crankshaft pilot piston linkage mechanism 5, such that the pilot piston rod and the air guiding piston fitted to the crankshaft 63 are provided.
- the stroke of the air guide piston of the air guide piston linkage mechanism 5 is shortened, and the work efficiency is effectively improved while accelerating the function of catching up the air guide piston mechanism 54.
- the air guiding piston mechanism 54 used in the product and the air guiding piston in the air guiding piston mechanism 66 are provided with an air guiding ramp 542, and the energy of the gas explosion of the combustion chamber is effectively introduced under the action of the air guiding ramp 542. Work between the air guiding pistons.
- crankshaft damper angle F formed by the center line S1 of the crank 52 and the center line L1 of the connecting rod 541 in the crank air guiding piston link mechanism 5 is set to be less than or equal to 90 degrees and greater than 0 degrees; synchronously, the air guiding piston
- the ignition advance angle G of the crank 62 center line S2 in the acceleration arm link mechanism 6 and the initial work of the acceleration arm link 64 center line L2 is set between 15 degrees and 0 degrees;
- the product further includes an air guiding piston clearance adjusting arm mechanism 8, which comprises an adjusting arm 81 and a multi-cylinder synchronizing pin 82.
- the adjusting arm 81 is mounted on the body 1 through a shaft hinge, and the two ends of the adjusting arm 81 are respectively accelerated by the shaft and the air guiding piston.
- the arm 65 and the lifting regulator 9 are connected, and the lifting regulator (9) selected by the invention is an eccentric shaft rotary lifting regulator, a hydraulic pump regulator, or a motor screw lifting regulator, a fixed form regulator, and is controlled by the lifting regulator 9.
- the control arm 81 performs a rising or falling action, and the adjusting arm 81 drives the acceleration arm 65 to further adjust the stroke and position of the air guiding piston in the crankshaft air guiding piston acceleration arm linkage mechanism 6.
- a multi-cylinder synchronizing pin 82 is provided on the adjustment arm 81 for interlocking the plurality of adjustment arms 81.
- the intake and exhaust valve mechanism 3 includes a valve control device, an intake and exhaust assembly 38, a valve 33, an intake and exhaust passage formed between the intake and exhaust assembly 38 and the body 1, and are mounted opposite to the intake and exhaust valve ends.
- Valve port
- the valve control device is hinged on the body 1 or the air intake and exhaust assembly 38 for controlling the operation of the valve 33.
- the valve control device includes a valve camshaft 31, a transmission member 32, and the transmission member 32 is hinged to the suction and exhaust assembly
- the camshaft 31 drives the transmission member 32 to control the opening or closing of the valve 33, and the transmission member can drive the valve in the form of a piston barrel or a rocker arm of the transmission cylinder.
- FIG. 5 a schematic view of Embodiment 1 of the intake and exhaust valve mechanism of the present invention
- a semicircular annular groove is respectively arranged on the suction and exhaust assembly 38 and the body 1 constituting the intake passage 34 and the exhaust passage 35, and an annular valve port 381 is installed in the annular groove formed by the abutment of the two semicircular annular grooves.
- a valve guide 37 is installed in the valve mounting groove between the assembly 38 and the body 1.
- a valve groove is provided in the valve guide 37, and the valve stem is disposed between the body and the suction and exhaust unit by wearing the valve guide 37.
- the valve port repair and replacement cost of this embodiment is low.
- the disadvantage is that the valve port is susceptible to thermal deformation.
- FIG. 6 is a schematic view showing Embodiment 2 of the intake and exhaust valve mechanism of the present invention.
- a semicircular groove is respectively formed in the air intake and exhaust unit 38 and the body 1 constituting the air inlet 34 and the air passage 35, and the other half ring is respectively installed in the two semicircular annular grooves;
- the half ring of the annular valve port 382' on the body 1 is integral with the body 1, and the valve guide 37 is integrated with the body or the suction or exhaust assembly. Compared with the first embodiment, the valve port is not easily deformed by heat.
- Figure 7 is a schematic view showing Embodiment 3 of the intake and exhaust valve mechanism of the present invention.
- valve port 383 in the exhaust passage 35 of the present embodiment is integrally molded with the exhaust end of the body 1 and the intake and exhaust assembly 38, so that the deformation of the valve port due to the temperature of the exhaust passage can be effectively prevented.
- the valve port mounting form in the intake passage 34 of the present embodiment can be provided in the same manner as the above-described Embodiment 1 or Embodiment 2.
- the suction and exhaust valve mechanism 3 of the product can be set as a single group or a plurality of groups, which are disposed on the outer body of the cylinder to meet the actual situation.
- FIG. 8 is a schematic structural view of a valve used in the present invention.
- Positioning keys 361 are correspondingly provided on the valve stem 36, and the valve stems are fitted with the latching grooves in the valve guides 37 through the positioning keys 361 to prevent the valve stems 36 from rotating.
- FIG. 2 and FIG. 9 a schematic structural view of an embodiment of a phase gear large-torque energy-saving device for a combined engine
- the utility model comprises a plurality of sets of the aforementioned phase gear large-torque energy-saving device for the engine, wherein the crankshaft air-guide piston linkage mechanism 5 of the adjacent two sets of phase gear-adjusting torque energy-saving devices can share a crankshaft 51 for linkage (ie
- the crankshaft 51 of the crankshaft air guiding piston linkage mechanism 5 is connected to the air guiding piston connecting rod 541, and is also connected to the air guiding piston connecting rod 541 of the adjacent other crankcase air guiding piston connecting rod mechanism 5);
- a plurality of sets of the engine gear phase adjustment gears of the phase gears of the engine are connected by the multi-cylinder synchronizing pin 82 to realize the linkage, and the adjacent two sets of air guiding piston gap adjusting arms are connected.
- the adjustment arms 81 of the mechanism 8 can be interlocked by the rack engagement form, or can be synchronously linked by the push-pull rod and the lift regulator.
- FIG. 10 a schematic structural view of another embodiment of a phase gear large-torque energy-saving device for a combined engine
- the utility model comprises a plurality of sets of the aforementioned phase gear large-torque energy-saving device for the engine, wherein the crankshaft air-guide piston linkage mechanism 5 of the adjacent two sets of phase gear-adjusting torque energy-saving devices can share a crankshaft 51 for linkage (ie
- the crankshaft 51 of the crankshaft air guiding piston linkage mechanism 5 is connected to the air guiding piston connecting rod 541, and is also connected to the air guiding piston connecting rod 541 of the adjacent other crankcase air guiding piston connecting rod mechanism 5);
- a plurality of sets of the engine gear phase adjustment gears of the phase change gear of the engine are connected by the multi-cylinder synchronous pin 82 to realize the linkage, and the gap adjustment of the adjacent two sets of air guide pistons
- the arms 81 of the control arm mechanism 8 are connected by a rack engagement form, and the transmission member 32 of the valve control device of the present embodiment is hinged on the suction and exhaust main member 38 or the body 1, and the valve camshaft 31 passes through the transmission member 32.
- the phase gear is used to control, adjust the phase angle of the crankshaft air guiding piston linkage mechanism 5 and the crankshaft air guiding piston acceleration arm linkage mechanism 6, and form a large torque between the air guiding piston connecting rod of the air guiding piston linkage mechanism 5 and the crank 52.
- the prior art needs to overcome the situation of inefficient operation with no torque and small torque.
- the air guide piston adjusting mechanism 8 is used to adjust the air guide piston clearance to ensure the fuel to gas ratio and to burn more fully.
- the initial pilot lag angle F of the pilot piston link 541 and the crank 52 in the crankcase pilot piston linkage 5 is set at 0 degrees; the crankshaft pilot piston accelerates the boom link 64 of the accelerator arm linkage 6 and the crank 62
- the initial setting angle G is 56 degrees; the distance between the two air guiding pistons is 21 liters; when the phase gear 7 of the device on the crank air guiding piston connecting rod mechanism 5 and the crank air guiding piston acceleration arm connecting rod mechanism 6 is operated, The air guide piston link 541 and the crank 52 in the crank air guide piston linkage mechanism 5 rotate clockwise, the pilot advance angle G is from 56 degrees to 11 degrees, and the air guide piston mechanism 54 moves to the bottom dead center; meanwhile, the crankshaft conducts air.
- the acceleration arm link 64 of the piston acceleration arm link mechanism 6 and the counterclockwise rotation air guide piston mechanism 66 of the crank 62 move to the upper dead center, after 45 degrees, and reach the top dead center, the distance between the two air guide pistons is reduced by 21
- the combustion chamber starts to work at 3 ⁇ (that is, at the minimum clearance)
- the crankshaft is driven by the pilot piston link 541, Crankshaft This time, the gas torque completely converted into kinetic energy.
- the crankshaft needs to overcome both resistances of the air guide piston and the acceleration arm shaft, because only about one tenth or two of the torque of the gas work is required, but During the return stroke of the air guiding piston, the gas pushes the air guiding piston connecting rod to generate the torque to drive the acceleration arm at the same time on both ends of the acceleration arm, and applies about twice or more of the torsion force to the acceleration arm link to drive the crankshaft 61 to operate; Efficient energy efficiency ratio.
- the set spacing of the two air guiding pistons provided with the air guiding ramp, the angle of the air guiding piston connecting rod and the crank are preferred embodiments of the present invention, but are not limited to the above embodiments, and those skilled in the art should understand that according to the product structure Or the actual situation at work, can be appropriately adjusted;
- the step of setting the ignition delay angle F in this embodiment may be: first setting the ignition delay angle F to 45 degrees, and then aligning the piston air guiding ramp with the suction and discharge At the gas port, a reasonable combustion chamber space is left between the two gas guiding pistons. At this time, the tops of the two gas guiding pistons respectively pass over the portion of the suction and exhaust ports, and the length is uniform, and the ignition advance angle G is between 11 degrees and 0 degrees.
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Abstract
一种发动机用相位齿轮调大扭力节能装置,包括机体(1)、气缸(2)、吸排气气门机构(3)、曲轴导气活塞连杆机构(5)、曲轴导气活塞加速臂连杆机构(6),以及引火机构(4),曲轴导气活塞连杆机构(5)和曲轴导气活塞加速臂连杆机构(6)上通过轴分别与互相啮合的相位齿轮(7)连接,确保曲轴导气活塞连杆机构(5)和曲轴加速臂连杆机构(6)运转相应的配合,同时控制曲轴间相位角度,以使曲轴在大扭矩高效状态下做功,使扭力、动力充分得到发挥,彻底解决例如天然气等低热量的燃料发动机动力低下的问题。
Description
说 明 书
发动机用相位齿轮调大扭力节能装置
技术领域
本发明涉及发动机领域, 特别涉及一种发动机用相位齿轮调大扭力节能装 置。
背景技术
如图 1所示, 现有的飞机、 汽车、 火车、 船舶、 发电、 机械、 摩托车等所 有的活塞式内燃发动机的结构示意图; 活塞机构 56、 曲柄轴 57、 曲柄 58、 对 曲轴 59之间的引火提前角 K在 15度 -0度时引火做功此时无扭矩, 扭力瞬间被 损耗约 20%, 同时曲轴 59需消耗原有的惯性动力旋转, 曲柄 58、 对曲轴 59扭 矩逐渐从小到大, 相应地, 活塞机构随着对曲轴扭矩增大向下止点运动, 燃烧 室 55的空间随之增大, 曲柄 58、 对曲轴 59扭力随之下降, 当活塞连杆与曲柄 之间的夹角 K为 90度时曲柄对曲轴扭矩最大, 但此时扭力只剩大约做功初始时 的 25%左右, 又损失 50%扭力。 现有活塞式内燃发动机的结构使做功动力大量无 功损耗, 浪费了能源 70%以上, 对环境增加 70%以上污染排放。
专利号为 JP2009197737A的专利公开了的内燃机, 其在同一气缸内设置两 组活塞, 此种内燃机存在的弊端为: 1、 两组活塞曲轴为 1 : 2的转数, 这就决定 了两活塞在一次完整的做功过程中, 其中的一组有两次吸排气过程, 约有 30% 冲程相反, 造成了 30%的吸气量的损失, 并且, 当任意一个气门开启时, 要么阻 碍活塞活动空间, 要么堵在吸排气口上, 或因一只活塞油环、 气环运行的范围 均涵盖所有气门口无法刮回机油, 或气门顶部的燃烧室做功时无导气功能, 气 体无法进入两活塞顶部做功; 2、 转速 1 : 1的方案两组连杆和曲柄间的引火提前 角仍然是在 15度 -0度之间, 与背景技术的功效相同, 而且, 当任意一个气门开 启时, 要么阻碍活塞活动空间, 要么堵在吸排气口上, 或因一只活塞运行的范 围均涵盖所有机油环、 气环无法刮回机油, 或气门顶部的燃烧室做功时无导气 功能, 气体无法进入两活塞顶部做功。
发明内容
说 明 书
本发明为了解决上述问题提供一种发动机用相位齿轮调大扭力节能装置。 该装置包括机体、 气缸、 吸排气气门机构、 曲轴导气活塞连杆机构、 曲轴 导气活塞加速臂连杆机构以及引火机构, 所述曲轴导气活塞连杆机构和曲轴导 气活塞加速臂连杆机构上装置有互相啮合的相位齿轮;
所述曲轴导气活塞连杆机构包括设置在机体中的通过曲柄连接的曲轴和 曲柄轴、 以及设置在气缸中的与曲柄轴连接的导气活塞机构;
所述曲轴导气活塞加速臂连杆机构包括设置在机体中的另一侧通过曲柄 连接的曲轴和曲柄轴、 加速臂连杆、 导气活塞加速臂、 以及设置在气缸中的与 导气活塞加速臂连接的导气活塞机构, 所述导气活塞加速臂通过加速臂连杆与 曲柄轴连接, 所述导气活塞加速臂的另一端通过轴连接机体上;
当所述曲轴导气活塞连杆机构中曲柄中心线 S1与导气活塞连杆中心线 L1 形成的引火滞后角 F设置在小于或等于 90度大于 0度之间状态下; 同步的, 导 气活塞加速臂连杆机构中的曲柄中心线 S2与加速臂连杆中心线 L2的引火提前 角 G在 15度- 0度之间进行设置。
优选的, 还包括导气活塞间隙调节臂机构, 其包括调节臂、 多缸同步销, 所述调节臂通过轴铰装在机体上, 调节臂两端分别通过轴与导气活塞加速臂及 升降调节器连接, 所述多缸同步销设置在控制臂上用以对多个控制臂进行同步 联动。
优选的, 包括设置在机体另一侧中的通过曲柄连接的曲轴和曲柄轴、 加速 臂连杆、 以及设置在汽缸中的导气活塞机构通过加速臂连杆与曲柄轴连接的结 构。
优选的, 所述吸排气气门机构包括气门控制装置、 吸排气组件、 气门, 吸 排气组件与机体之间形成的进气道、 排气道, 在进气道、 排气道气门端有对置 的气门口, 所述气门控制装置铰装在机体或吸排气组件上, 用以控制气门运转。
优选的, 所述吸排气气门机构设置为单组或多组, 其设置在气缸的***。 优选的, 所述导气活塞机构与导气活塞机构中的导气活塞上均设有导气坡 道, 用于实现吸排气、 做功、 导气功能。
说 明 书
优选的, 所述曲柄轴 63直径大于曲柄轴 53直径。
优选的, 升降调节器为偏心轴旋转升降调节器、 液压泵调节器或电动机螺 杆升降调节器或调好固定。
一种组合式发动机用相位齿轮调大扭力节能装置, 其特征在于: 包括多组 如权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 多组所述发动机用 相位齿轮调大扭力节能装置的曲轴导气活塞连杆机构之间可共用一根曲轴 51进 行联动; 多组所述发动机用相位齿轮调大扭力节能装置的导气活塞间隙调节臂 机构的调节臂之间通过多缸同步销进行连接, 实现联动, 相邻两组导气活塞间 隙调节臂机构的调节臂之间通过齿条啮合形式或通过升降器推拉杆形式同步进 行连接。
优选的, 所述引火机构为: 燃料喷嘴或火花塞, 或燃料喷嘴和火花塞; 或 无引火压燃。
本发明相对于现有活塞式内燃发动机的结构予以革新, 有效地解决了做功 燃气引火提前角 K (背景技术)在 15度- 0度时开始做功, 此时对曲轴而言无扭 矩,扭力瞬间被损耗约 20%的问题,本发明通过相位齿轮得到由连杆与曲柄形成 的引火滞后角 F角使曲轴在大扭矩高效状态下做功, 也可以与导气活塞间隙调 节臂机构配合这样, 可以使扭力、 动力充分得到发挥。 燃烧室爆发的扭力, 可 直接通过导气活塞无延时, 无衰减做功, 比现有活塞式内燃发动机节约能耗 50%-70%, 机械效率大幅提升, 降低污染 50%- 70%, 并彻底解决了例如天然气等 低热量的燃料动力低下的问题。
附图说明
图 1是现有活塞式内燃发动机的结构示意图;
图 2本发明结构示意图;
图 3本发明的工作周期原理图;
图 4本发明的相位齿轮结构示意图;
图 5本发明吸排气气门机构实施例 1的示意图;
图 6本发明吸排气气门机构实施例 2的示意图;
说 明 书
图 7本发明吸排气气门机构实施例 3的示意图;
图 8本发明气门的结构示意图;
图 9本发明组合式装置实施例的结构示意图;
图 10本发明组合式装置另一实施例的结构示意图;
其中: 1、 机体, 2、 气缸, 3、 吸排气气门机构, 31、 凸轮轴, 32、 传动件, 33、 气门, 34、 进气道, 35、 排气道, 36、 气门杆, 361、 定位键, 37、 气门导管, 38、 吸排气组件, 381、 气门口, 382、 气门口, 382' 、 气门口, 383、 气门口, 4、 引火机构, 5、 曲轴导气活塞连杆机构, 51、 曲轴, 52、 曲柄, 53、 曲柄轴, 54、 导气活塞机构, 541、 导气活塞连杆, 542、 导气坡道, 56、 活塞机构, 57、 曲柄轴, 58、 曲柄, 59、 曲轴, 6、 曲轴导气活塞加速臂连杆机构, 61、 曲轴, 62、 曲柄, 63、 曲柄轴, 64、 加速臂连杆, 65、 导气活塞加速臂, 66、 导气活塞 机构, 7、 相位齿轮, 8、 导气活塞间隙调节臂机构, 81、 调节臂, 82、 多缸同 步销, 9、 升降调节器, Sl、 曲柄 52中心线, S2、 曲柄 62中心线, Ll、 连杆 541 中心线, L2、 连杆 64中心线, G、 曲柄 62中心线 L2与连杆 64中心线 L2的引 火提前角, F、 曲柄 52中心线 SI与连杆 541中心线 L1的引火滞后角。
具体实施方式
下面结合附图说明本发明的具体实施方式。
如图 2-图 4所示, 一种发动机用相位齿轮调大扭力节能装置, 包括机体 1、 气缸 2、 吸排气^气门机构 3、 曲轴导气活塞连杆机构 5、 曲轴导气活塞加速臂连 杆机构 6, 以及引火机构 4, 引火机构 4可以是目前较通用的燃料喷嘴或火花塞 或燃料喷嘴和火花塞或无引火为压燃。 曲轴导气活塞连杆机构 5和曲轴导气活 塞加速臂连杆机构 6上通过轴分别与互相啮合的相位齿轮 7连接, 确保曲轴导 气活塞连杆机构 5和曲轴加速臂连杆机构 6运转相应的配合, 同时控制曲轴间 相位角度。
曲轴导气活塞连杆机构 5包括设置在机体 1中的通过曲柄 52连接的曲轴 51 和曲柄轴 53、以及通过导气活塞连杆 541与曲柄轴 53连接的导气活塞机构 54; 导气活塞机构 54设置在气缸 2中。
说 明 书
曲轴导气活塞加速臂连杆机构 6包括设置在机体 1中的另一侧通过曲柄 62连接 的曲轴 61和曲柄轴 63、 加速臂连杆 64、 导气活塞加速臂 65、 以及通过导气活 塞连杆 541与导气活塞加速臂 65连接的导气活塞机构 66, 导气活塞机构 66设 置在气缸 2中, 导气活塞加速臂 65通过加速臂连杆 64与曲柄轴 63连,所述导 气活塞加速臂 (65 ) 的另一端通过轴连接机体(1)。
优选的, 包括设置在机体 1另一侧中的通过曲柄 62连接的曲轴 61和曲柄 轴 63、 加速臂连杆 64、 以及设置在汽缸 2中的导气活塞机构 66通过加速臂连 杆 64与曲柄轴 63连接的结构。 曲轴 61是曲轴 51的转数的 2倍, 即转数比为 2 比 1, 上述实施例效果比现有技术节能约 30%。
与此同时, 曲轴活塞加速臂连杆机构 6的曲柄轴 63直径大于曲轴导气活塞连杆 机构 5的曲柄轴 53直径, 这样, 套装在曲柄轴 63上的导气活塞连杆及导气活 塞的行程较导气活塞连杆机构 5的导气活塞行程缩短, 在起到加速追赶导气活 塞机构 54作用的同时有效地提升做功效率。
本产品采用的导气活塞机构 54与导气活塞机构 66中的导气活塞上均设有 导气坡道 542,燃烧室气体爆发的能量在导气坡道 542的作用下,有效地引进两 导气活塞间做功。
当所述曲轴导气活塞连杆机构 5中曲柄 52中心线 S1与连杆 541中心线 L1 形成的引火滞后角 F设置在小于等于 90度大于 0度之间状态下; 同步地, 导气 活塞加速臂连杆机构 6中的曲柄 62中心线 S2与加速臂连杆 64中心线 L2的起 始做功的点火提前角 G在 15度 - 0度之间进行设置;
本产品还包括导气活塞间隙调节臂机构 8, 其包括调节臂 81、 多缸同步销 82, 调节臂 81通过轴铰装在机体 1上, 调节臂 81两端分别通过轴与导气活塞 加速臂 65及升降调节器 9连接, 本发明选用的升降调节器(9) 为偏心轴旋转 升降调节器、 液压泵调节器、 或电动机螺杆升降调节器、 固定形式调节器, 通 过升降调节器 9控制控制臂 81进行上升或者下降动作, 进而调节臂 81带动加 速臂 65进一步调节曲轴导气活塞加速臂连杆机构 6中的导气活塞行程及位置,
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说 明 书
与调速装置或油门同步, 实现加速或减速过程, 或调好固定。
多缸同步销 82设置在调节臂 81上用以对多个调节臂 81进行联动。
吸排气气门机构 3包括气门控制装置、 吸排气组件 38、 气门 33, 吸排气组 件 38与机体 1之间形成的进、 排气道, 在进、 排气道气门端安装对置的气门口
381, 气门控制装置铰装在机体 1或吸排气组件 38上, 用以控制气门 33运转。
气门控制装置包括气门凸轮轴 31、传动件 32, 传动件 32铰装在吸排气组件
38或者机体 1上, 凸轮轴 31驱动传动件 32控制气门 33的开启或关闭,传动件 可以采用传动缸桶活塞式或摇臂的形式对气门进行驱动。
如图 5所示, 本发明吸排气气门机构实施例 1的示意图;
在组成进气道 34和排气道 35的吸排气组件 38和机体 1上分别设有半圆环 形槽, 在两组半圆环形槽对接形成的环形槽中安装环形气 门口 381, 在吸排 气组件 38和机体 1之间的气门安装槽内安装气门导管 37, 在气门导管 37内设 有卡槽, 气门杆通过穿装气 门导管 37并设置在机体与吸排气组件间。 本实施 例的气门口维修更换造价低。 缺点为气门口易受热变形。
如图 6所示, 本发明吸排气气门机构实施例 2的示意图;
在组成进气道 34和排气道 35的吸排气组件 38和机体 1上分别设有半圆环 形槽, 在两组半圆环形槽中分别装气门口 382另半环;
优选的, 机体 1上的环形气门口 382' 的半环与机体 1为一体结构, 气门导 管 37与机体或吸气或排气组件做成一体。 本实施例相比于实施例 1来说, 气门 口受热不易变形。
图 7本发明吸排气气门机构实施例 3的示意图;
本实施例的排气道 35中的气门口 383为与机体 1及吸排气组件 38排气端一 体浇注而成, 这样, 可以有效地防止因排气道温度而导致的气门口变形。 在本 实施例进气道 34中的气门口安装形式可以与上述实施例 1或实施例 2结构相同 设置。
采用实施例 1、 2或 3任一吸排气气门机构情况下, 本产品的吸排气气门机 构 3均可以设置为单组或多组, 其设置在气缸的***的机体上, 以满足实际设
说 明 书
计需要。
如图 8所示, 为本发明采用的气门结构示意图;
在气门杆 36上相应地设有定位键 361, 气门杆通过定位键 361与气门导管 37中的卡槽配合安装, 防止气门杆 36转动。
如图 2、 图 9所示, 一种组合式发动机用相位齿轮调大扭力节能装置的实施 例的结构示意图;
包括多组前述的发动机用相位齿轮调大扭力节能装置, 相邻的两组发动机 用相位齿轮调大扭力节能装置的曲轴导气活塞连杆机构 5之间可共用一根曲轴 51进行联动(即一组曲轴导气活塞连杆机构 5的曲轴 51与导气活塞连杆 541连 接的同时, 还与相邻的另一组曲轴导气活塞连杆机构 5的导气活塞连杆 541连 接); 多组所述发动机用相位齿轮调大扭力节能装置的导气活塞间隙调节臂机构 8的调节臂 81之间通过多缸同步销 82进行连接, 实现联动, 相邻两组导气活塞 间隙调节臂机构 8的调节臂 81之间可以通过齿条啮合形式进行联动, 也可以通 过推拉杆与升降调节器连接的形式进行同步联动。
如图 2、 图 10所示, 一种组合式发动机用相位齿轮调大扭力节能装置的另 一实施例的结构示意图;
包括多组前述的发动机用相位齿轮调大扭力节能装置, 相邻的两组发动机 用相位齿轮调大扭力节能装置的曲轴导气活塞连杆机构 5之间可共用一根曲轴 51进行联动(即一组曲轴导气活塞连杆机构 5的曲轴 51与导气活塞连杆 541连 接的同时, 还与相邻的另一组曲轴导气活塞连杆机构 5的导气活塞连杆 541连 接); 多组所述发动机用相位齿轮调大扭力节能装置的导气活塞间隙调节臂机构 8的调节臂 81之间通过多缸同步销 82迸行连接, 实现联动,相邻两组导气活塞 间隙调节控制臂机构 8的臂 81之间通过齿条啮合形式进行连接, 本实施例的气 门控制装置的传动件 32铰装在吸排气主件 38或者机体 1上, 气门凸轮轴 31通 过传动件 32驱动气门杆 36运转, 相邻的两组曲轴导气活塞连杆机构 5之间可 共用一个气门凸轮轴 31进行联动。
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说 明 书
利用相位齿轮控制、 调节曲轴导气活塞连杆机构 5与曲轴导气活塞加速臂 连杆机构 6的相位角度, 并在导气活塞连杆机构 5的导气活塞连杆与曲柄 52形 成大扭矩时引燃燃烧室, 有效地避免了现有技术需要克服无扭矩和小扭矩进行 低效做功的状况。 同时, 利用导气活塞间隙调节臂机构 8对导气活塞间隙进行 调节, 保障燃料与气体的配比, 燃烧更充分。
曲轴导气活塞连杆机构 5中的导气活塞连杆 541与曲柄 52的初始引火滞后 角 F设置在 0度; 曲轴导气活塞加速臂连杆机构 6的加速臂连杆 64与曲柄 62 的初始设置提前角 G在 56度; 两导气活塞的间距为 21丽; 当带动曲轴导气活塞 连杆机构 5和曲轴导气活塞加速臂连杆机构 6上装置的相位齿轮 7运转时, 在 曲轴导气活塞连杆机构 5中的导气活塞连杆 541与曲柄 52顺时针旋转,引火提 前角 G由 56度到 11度, 导气活塞机构 54向下止点运动; 同时, 曲轴导气活塞 加速臂连杆机构 6的加速臂连杆 64与曲柄 62的逆时针旋转导气活塞机构 66向 上止点运动, 45度后, 并到达上止点, 两导气活塞的间距由 21讓缩至 3匪(即 最小间隙时)燃烧室开始工作, 此时,即导气活塞连杆 541与曲柄 52间对曲轴 形成大扭矩的引火滞后角 F, 通过导气活塞连杆 541驱动曲柄轴、 曲轴运转,此 时, 燃气扭力完全转化为动能。 另外, 虽然在排气冲程或压缩冲程过程中, 曲 轴需同时克服导气活塞和加速臂轴的两个阻力, 因仅需燃气作功时的约十分之 一或二左右的扭力, 但在导气活塞回程过程中, 燃气推动导气活塞连杆在加速 臂两端同时产生扭力驱动加速臂运转, 并将产生的约两倍以上的扭力作用到加 速臂连杆上驱动曲轴 61运转; 发挥了高效的能效比。
克服了现有技术, 由于活塞连杆对曲轴无扭矩, 从而导致扭力瞬间被损耗 掉约 20%的问题, 扭矩由小变大过程中损失 50%的问题, 本发明分别与曲轴导气 活塞连杆机构 5和曲轴导气活塞加速臂连杆机构 6的曲轴连接的且相互啮合的 齿轮 7有效地保障了同步运转, 发动机开始做功时, 始终保持曲轴导气活塞连 杆机构 5中的导气活塞连杆 541与曲柄 52间的引火滞后角 F为大扭力角度, 这 样, 可以使燃气的扭力、 动力充分得到发挥。 燃气的扭力, 可直接通过导气活 塞无延时, 无衰减做功, 比现有单缸、 多缸、 两冲程、 四冲程等活塞式内燃发
说 明 书
动机能耗节约 50%- 70%。
上述设有导气坡道的两导气活塞的设定间距、 导气活塞连杆与曲柄的角度 是本发明优选实施例, 但不限于上述实施例, 本领域技术人员应当理解, 根据 产品结构或工作时的实际情况, 可以进行适当的调整; 本实施例设定引火滞后 角 F的步骤可以是: 先设定引火滞后角 F为 45度, 再把活塞导气坡道对准吸、 排气口, 两只导气活塞之间留有合理的燃烧室空间, 此时两导气活塞的顶部分 别越过吸排气口的部分, 长度一致, 引火提前角 G在 11度 -0度之间, 并根据需 求留有导气活塞间距调节空间, 每个旋转周期除导气活塞在汽缸筒 2内可以有 少量冲程越过气门***替外, 两导气活塞的导气活塞环均不要达到或超过吸排 气口以实现正常工作。
最后应说明的是, 以上实施例仅用以说明本发明的技术方案而非限制, 尽 管参照较佳实施例对本发明进行了详细说明, 本领域的普通技术人员应当理解, 可以对本发明的技术方案进行修改或者等同替换, 而不脱离本发明技术方案的 精神和范围, 其均应涵盖在本发明的权利要求范围当中。
Claims
1、一种发动机用相位齿轮调大扭力节能装置,其特征在于:它包括机体(1)、 气缸 (2)、 吸排气气门机构 (3)、 引火机构 (4)、 曲轴导气活塞连杆机构 (5)、 曲轴导气活塞加速臂连杆机构 (6), 所述曲轴导气活塞连杆机构 (5)和曲轴导 气活塞加速臂连杆机构 (6)上装置有互相啮合的相位齿轮(7);
所述曲轴导气活塞连杆机构 (5)包括设置在机体 ( 1) 中的通过曲柄 (52) 连接的曲轴 (51 ) 和曲柄轴 (53)、 以及设置在气缸 (2) 中的与曲柄轴 (53 ) 连接的导气活塞机构 (54);
所述曲轴导气活塞加速臂连杆机构 (6)包括设置在机体(1 ) 中的另一侧 通过曲柄(62 ) 连接的曲轴 (61) 和曲柄轴 (63)、 加速臂连杆 (64)、 导气活 塞加速臂 (65 )、 以及设置在气缸(2) 中的与导气活塞加速臂 (65) 连接的导 气活塞机构 (66), 所述导气活塞加速臂 (65)通过加速臂连杆 (64) 与曲柄轴 (63)连接, 所述导气活塞加速臂 (65) 的另一端通过轴连接机体(1 );
当所述曲轴导气活塞连杆机构 (5) 中曲柄 (52) 中心线 S1与导气活塞连 杆 541中心线 L1之间形成的引火滞后角 F设置在等于或小于 90度大于 0度状 态下; 同步地, 曲轴导气活塞加速臂连杆机构 (6) 中的曲柄 (62) 中心线 S2 与加速臂连杆(64) 中心线 L2的起始做功引火提前角 G在 15度 -0度之间进行 设置。
2、 根据权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 其特征在 于: 该装置还包括导气活塞间隙调节臂机构 (8), 其包括调节臂 (81)、 多缸同 步销 (82), 所述调节臂 (81)通过轴铰装在机体(1)上, 调节臂 (81) 两端分 别通过轴与导气活塞加速臂(65)及升降调节器(9)连接,所述多缸同步销(82) 设置在调节臂 (81 ) 上用以对多个调节臂 (81)进行同步联动。
3、 根据权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 其特征在 于: 所述曲轴导气活塞加速臂连杆机构(6): 它还或者是: 包括设置在机体(1) 另一侧中的通过曲柄(62)连撵的曲轴(61 )和曲柄轴(63)、加速臂连杆(64)、 以及设置在气缸(2) 中的导气活塞机构 (66)连接, 所述导气活塞机构 (66) 通过加速臂连杆(64) 与曲柄轴 (63)连接。
权 利 要 求 书
4、 根据权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 其特征在于: 所述吸排气气门机构 (3) 包括气门控制装置、 吸排气组件(38)、 气门 (33), 吸排气组件(38) 与机体(1) 之间形成的进气道 (34)、 排气道(35), 在进气 道 (34)、 排气道 (35) 气门端有对置的气门口 (381 ) 或 (382) 或 (382' ) 或 (383), 所述气门控制装置铰装在机体(1 ) 或吸排气组件(38)上, 用以控 制气门 (33)运转。
5、根据权利要求 1或 3发动机用相位齿轮调大扭力节能装置,其特征在于: 所述吸排气气门机构 (3) 设置为单组或多组, 成组设置在汽缸的***。
6、 根据权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 其特征在 于: 所述导气活塞机构 (54) 与导气活塞机构 (66) 中的导气活塞上均设有导 气坡道(542), 用于实现吸排气、 做功导气功能。
7、 根据权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 其特征在 于: 所述曲柄轴 (63) 直径大于曲柄轴 (53)直径。
8、 根据权利要求 2所述的发动机用相位齿轮调大扭力节能装置, 其特征在 于: 所述升降调节器(9) 为偏心轴旋转升降调节器、 液压泵调节器、 或电动机 螺杆升降调节器或调好固定。
9、 一种组合式发动机用相位齿轮调大扭力节能装置, 其特征在于: 该装置 包括多组如权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 相邻两组 所述的发动机用相位齿轮调大扭力节能装置的曲轴导气活塞连杆机构 (5)之间 可共用一根曲轴 (51 ) 进行联动; 多组所述发动机用相位齿轮调大扭力节能装 置的导气活塞间隙调节臂机构 (8) 的调节臂 (81 ) 之间通过多缸同步销 (82) 进行连接, 实现联动, 相邻两组导气活塞间隙调节臂机构 (8) 的调节臂 (81) 之间通过齿条啮合形式或通过升降器推拉杆形式同步进行连接。
10、 根据权利要求 1所述的发动机用相位齿轮调大扭力节能装置, 其特征 在于: 所述引火机构为: 燃料喷嘴或火花塞, 或燃料喷嘴和火花塞; 或无引火 压燃。
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JPH0726982A (ja) * | 1993-04-19 | 1995-01-27 | Makoto Kasagawa | ツインクランク対向型エンジン |
JP2003314295A (ja) * | 2002-04-25 | 2003-11-06 | Mitsubishi Heavy Ind Ltd | 内燃機関 |
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JP2009197737A (ja) * | 2008-02-22 | 2009-09-03 | Katsuhito Yokouchi | 内燃機関 |
CN102242671A (zh) * | 2011-03-23 | 2011-11-16 | 王捷 | 双活塞对置发动机 |
CN202325851U (zh) * | 2011-11-18 | 2012-07-11 | 梁天宇 | 一种可变压缩比对置活塞均质压燃发动机 |
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CN2625585Y (zh) * | 2003-04-02 | 2004-07-14 | 王本准 | 一种发动机 |
CN101666267A (zh) * | 2009-10-15 | 2010-03-10 | 青岛松本造船有限公司 | 内燃发动机 |
CN202596888U (zh) * | 2012-06-19 | 2012-12-12 | 长福 | 双活塞双曲轴式发动机 |
CN203962153U (zh) * | 2013-09-03 | 2014-11-26 | 张鑫 | 发动机用相位齿轮调大扭力节能装置 |
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US4375792A (en) * | 1979-06-19 | 1983-03-08 | Paul Barret | Asymmetrical internal combustion engine |
JPH0726982A (ja) * | 1993-04-19 | 1995-01-27 | Makoto Kasagawa | ツインクランク対向型エンジン |
JP2003314295A (ja) * | 2002-04-25 | 2003-11-06 | Mitsubishi Heavy Ind Ltd | 内燃機関 |
JP2005264838A (ja) * | 2004-03-18 | 2005-09-29 | Manzo Fukushima | エンジン |
JP2009197737A (ja) * | 2008-02-22 | 2009-09-03 | Katsuhito Yokouchi | 内燃機関 |
CN102242671A (zh) * | 2011-03-23 | 2011-11-16 | 王捷 | 双活塞对置发动机 |
CN202325851U (zh) * | 2011-11-18 | 2012-07-11 | 梁天宇 | 一种可变压缩比对置活塞均质压燃发动机 |
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