CN111472887A - Rack piston type internal combustion engine - Google Patents

Abstract

The invention discloses a rack-piston type internal combustion engine. A rack is installed at the end of the piston of the traditional internal combustion engine away from the cylinder. The rack has two sides with teeth, and each side has a power transmission gear and teeth. Strip engagement. Each engine has two power take-off shafts, and each power take-off shaft is installed with power transmission gears with the same number of cylinders, and the positions of the power transmission gears and the cylinder pistons are in one-to-one correspondence. When the fuel combustion in the cylinder pushes the piston to move, the rack on the piston drives the two power transmission gears meshed with it to rotate, and the two power output shafts rotate under the drive of the power transmission gear to output power to the transmission system. During the working process of the engine, the moving direction of the rack that performs linear reciprocating motion always coincides with the tangential direction of the circumference of the power output shaft, thereby increasing the efficiency of power transmission and ultimately increasing the energy conversion efficiency of the internal combustion engine.

Description

Rack-piston internal combustion engine

technical field

The invention relates to an internal combustion engine, in particular to a rack and piston type internal combustion engine.

Background technique

Existing internal combustion engines use a cylinder-piston structure to form an enclosed space. When fuel is burned in this enclosed space, the gas in the space expands and pushes the piston. Through the connecting rod connected to the piston, the power is transmitted to the engine crankshaft to do work. During the working process of the engine, the piston always reciprocates in a straight line, while the power output shaft of the engine is in a rotary motion, and the conversion of the linear reciprocating motion into a rotary motion is completed by the connecting rod and the crankshaft. In the process of converting linear motion into rotational motion, the most ideal situation is that the direction of linear motion coincides with the tangential direction of the circumference of the rotating shaft, which can produce the greatest power transmission efficiency. However, the existing connecting rod and crankshaft structure cannot guarantee this. The tangent of the connecting rod that transmits power and the circumference of the crankshaft always has an angle, which reduces the efficiency of power transmission from the connecting rod to the crankshaft, so that the piston transmits power to the connecting rod. A large part of the power is converted into heat energy consumption. Due to the above reasons, the energy conversion efficiency of the existing internal combustion engine that transmits power through the connecting rod crankshaft structure is generally low. The power of the output shaft.

SUMMARY OF THE INVENTION

In order to solve the problem of low energy conversion efficiency of an internal combustion engine that transmits power through a connecting rod crankshaft structure, the present invention provides a rack-piston type internal combustion engine. The bars transmit power to the PTO shaft. During the working process of the engine, the moving direction of the rack that performs linear reciprocating motion always coincides with the tangential direction of the circumference of the power output shaft, thereby increasing the efficiency of power transmission and ultimately increasing the energy conversion efficiency of the internal combustion engine.

The technical scheme adopted in the present invention is: a rack-piston type internal combustion engine, comprising a cylinder, a piston, a connecting rod and a crankshaft. One end of the piston away from the cylinder is fixedly connected with a rack, and the extension direction of the rack is consistent with the movement direction of the piston. The rack has two toothed sides, and each side has a power transmission gear that meshes with the rack. Each engine has two power output shafts, the power transmission gear is fixedly connected with the power output shaft, each power output shaft is installed with the same number of power transmission gears as the number of engine cylinders, and the power transmission gear and the cylinder piston are connected to each other. One-to-one correspondence. When the fuel combustion in the cylinder pushes the piston to move, the rack on the piston drives the two power transmission gears meshed with it to rotate, and the two power output shafts rotate under the drive of the power transmission gear, thereby outputting power to the transmission system .

In the above-mentioned rack-and-piston internal combustion engine, the crankshaft and the connecting rod only play the role of driving the piston to make the piston reciprocate, and do not transmit the power of the engine, so the width of the crankshaft and the connecting rod can be appropriately reduced to reduce the weight of the engine .

In the above-mentioned rack-and-piston internal combustion engine, teeth are distributed only on the edge of the half circumference of the power transmission gear, and there are no teeth on the other half circumference. When the gas in the cylinder expands and pushes the piston to move, the rack on the piston meshes with the toothed part of the power transmission gear; when the piston compresses the gas in the cylinder or discharges the exhaust gas from the cylinder under the push of the crankshaft connecting rod, The half width without teeth on the power transmission gear rotates to a position close to the rack, and the rack is out of contact with the power transmission gear. At this time, the movement direction of the rack is opposite to the movement direction of the rack when the expanding gas pushes the piston.

In the above-mentioned rack-and-piston type internal combustion engine, a high-density counterweight is provided on the half-width without teeth of the power transmission gear, the purpose of which is to balance the weight of the two half-widths with teeth and without teeth, so that the power is transmitted. The center of gravity of the gear coincides with its geometric center to achieve dynamic balance.

In the above-mentioned rack-and-piston internal combustion engine, each of the racks has four sides, two of which are distributed with teeth, and each of the other two sides without teeth is connected with a connecting rod, and two connecting rods. The upper end is connected with the rack through the rotating shaft, and the lower end is connected with the crankshaft through another rotating shaft. During the working process of the engine, the rack is not in contact with the crankshaft, and the power transmission gear and the power output shaft are not in contact with the crankshaft and connecting rod.

In the above rack-and-piston type internal combustion engine, the rack is a hollow structure, and the inner hollow part of the rack is provided with reinforcing ribs. The hollow structure of the rack helps to reduce the weight of the rack and reduce the vibration generated when the engine is working. Ribs in the rack reduce deformation of the rack as it transmits power to the power transmission gear, helping to extend engine life.

In the above-mentioned rack-and-piston internal combustion engine, the rack can be connected to the pistons of two cylinders at the same time, and the two cylinders are symmetrically distributed. When the gas in one cylinder expands and the piston moves away from the cylinder, the rack connected to the piston The piston that pushes the other cylinder does the gas compression motion.

In the above-mentioned rack-and-piston internal combustion engine, when the rack is connected to two cylinders at the same time, one side of each rack with teeth is connected to two power transmission gears at the same time, and the teeth of the two power transmission gears have teeth. The difference between the half-width of the tooth and the half-width of the toothless is 180 distributions. When the rack is engaged with one of the power transmission gears, the rack is disengaged from the other power transmission gear.

In the above rack-and-piston internal combustion engine, when the rack is connected to the two cylinders at the same time, teeth are also distributed on the adjacent two sides of the two power transmission gears. A normal line rotating shaft is installed between the two power transmission gears, teeth are distributed on the normal line rotating shaft, and mesh with the teeth on the inner side surfaces of the two power transmission gears at the same time.

The beneficial effect of the present invention is that a rack is added to the end of the traditional internal combustion engine piston away from the cylinder, and the power is transmitted to the power output shaft by the rack. During the working process of the engine, the rack that performs linear reciprocating motion always coincides with the tangential direction of the circumference of the power output shaft, thereby increasing the efficiency of power transmission and the energy conversion efficiency of the internal combustion engine.

Description of drawings

The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

1 is a schematic diagram of the meshing of an engine rack and a power transmission gear of the present invention;

Figure 2 is a schematic diagram of the separation of the engine rack and the power transmission gear of the present invention;

3 is a side view of the crankshaft connecting rod structure of the engine of the present invention;

FIG. 4 is a top view of the two power output shafts of the engine of the present invention meshing with the transmission gear at the same time;

Figure 5 is a side view of the engine power output shaft meshing with the transmission gear of the present invention;

Figure 6 is a top view of two pistons sharing a rack in the present invention;

FIG. 7 is a side view of two pistons sharing a rack in the present invention.

In the picture 1. Cylinder, 2. Piston, 3. Connecting rod, 4. Crankshaft, 5. Rack, 6. Power transmission gear, 7. Counterweight, 8. Rotary shaft 1, 9. Rotary shaft 2, 10. Power output Shaft, 11. Cylinder one, 12. Cylinder two, 13. Cylinder three, 14. Cylinder four, 15. Engine, 16. Gear plate, 17. Drive shaft, 18. Bearing, 19. Cylinder five, 20. Cylinder six, 21. Upper power transmission gear, 22. Lower power transmission gear, 23. Normal shaft.

Detailed ways

[Example 1]

As shown in Figure 1, a rack-piston internal combustion engine includes a cylinder 1, a piston 2, a connecting rod 3, and a crankshaft 4. In addition, a rack 5 is fixedly connected to the end of the piston 2 away from the cylinder 1, and the extension direction of the rack 5 is the same as that of the piston. 2 moves in the same direction. The rack 5 has two sides with teeth, and each side has a power transmission gear 6 that meshes with the rack 5 . On the power transmission gear 6, there are only teeth distributed on the edge of half of the circumference, and there are no teeth on the other half of the circumference. A high-density counterweight 7 is provided on the toothless half of the power transmission gear 6 to balance the weight of the two halves. When the gas in the cylinder 1 expands and pushes the piston 2 to move, the teeth on the rack 5 connected with the piston 2 mesh with the teeth on the power transmission gear 6 . As shown in Figure 2, when the piston 2 compresses the gas in the cylinder 1 or discharges the exhaust gas from the cylinder 1 under the push of the crankshaft 4 connecting rod 3, the half width without teeth on the power transmission gear 6 rotates to a position close to the rack 5, At this time, the movement direction of the rack 5 is opposite to the movement direction of the counterweight 7 of the power transmission gear 6, and the two are not in contact at this time. In this way, the two power transmission gears 6 always maintain the same rotational speed and opposite directions of rotational movement. As shown in Figure 3, each rack 5 has four sides, two of which are distributed with teeth, and a connecting rod 3 is connected to each of the other two sides without teeth, and the upper ends of the two connecting rods 3 pass through The first rotating shaft 8 is connected with the rack 5 , and the lower end is connected with the crankshaft 4 through the second rotating shaft 9 . During the operation of the engine, the rack 5 is not in contact with the crankshaft 4, and the power transmission gear 6 is not in contact with the crankshaft 4 and the connecting rod 3 either.

As shown in FIG. 1 , each engine 15 has two power output shafts 10 , and the power transmission gear 6 is fixedly connected with the power output shafts 10 . The power take-off shaft 10 is also not in contact with the connecting rod 3 and the rack 5 . As shown in FIG. 4 , each power output shaft 10 is provided with power transmission gears 6 with the same number of cylinders, and the power transmission gears 6 correspond to the positions of the pistons 2 in the cylinder 1 one-to-one. Taking a 4-cylinder engine as an example, the toothed half widths on the two power transmission gears 6 corresponding to the first cylinder 11 and the second cylinder 12 are distributed at an angle that differs by 180 degrees. Taking the horizontal line passing through the center of the power transmission gear 6 as the boundary, the power transmission gear 6 corresponding to the cylinder one 11 has teeth above the horizontal line, and there are no teeth below the horizontal line, while the power transmission gear 6 corresponding to the cylinder two 12 has no teeth above the horizontal line. Teeth, with teeth below the horizontal line. The distribution angles of the teeth of the power transmission gear 6 corresponding to the cylinder three 13 and the cylinder two 12 are exactly the same, and the distribution angles of the teeth of the power transmission gear 6 corresponding to the cylinder four 14 and the cylinder one 11 are exactly the same. All the power transmission gears 6 are fixedly connected with the power output shaft 10. When the racks 5 on the cylinder one 11 and the cylinder four 14 mesh with their corresponding power transmission gears 6, the racks 5 on the cylinder two 12 and the cylinder three 13 must be It is separated from its corresponding power transmission gear 6 . Conversely, when the racks 5 on cylinder one 11 and cylinder four 14 are separated from their corresponding power transmission gears 6, the racks 5 on cylinder two 12 and cylinder three 13 must mesh with their corresponding power transmission gears 6.

When cylinder one 11 is inhaled, cylinder two 12 compresses the gas in the cylinder, cylinder three 13 exhausts, and the gas in cylinder four 14 detonates. At this time, the rack 5 connected to cylinder four 14 and cylinder one 11 and the power transmission gear 6 meshing, and the cylinder four 14 pushes the power transmission gear 6 to rotate, and the racks 5 on the cylinder two 12 and the cylinder three 13 are separated from their corresponding power transmission gears 6;

When the cylinder one 11 is in the compression stage, the gas in the cylinder two 12 detonates, the cylinder three 13 is inhaled, and the cylinder four 14 is exhausted. And the second cylinder 12 pushes the power transmission gear 6 to rotate, and the racks 5 on the cylinder one 11 and the cylinder four 14 are separated from their corresponding power transmission gears;

When the first cylinder 11 is in the gas detonation stage, the second cylinder 12 exhausts the gas, the third cylinder 13 compresses the gas in the cylinder, and the fourth cylinder 14 intakes the air. At this time, the rack 5 on the cylinder one 11 and the cylinder four 14 meshes with the power transmission gear 6 , and the cylinder one 11 pushes the power transmission gear 6 to rotate, and the rack 5 on the cylinder two 12 and the cylinder three 13 is separated from its corresponding power transmission gear 6;

When cylinder one 11 is in the exhaust stage, cylinder two 12 is inhaled, the gas in cylinder three 13 detonates, and cylinder four 14 compresses the gas in the cylinder. At this time, the rack 5 on cylinder two 12 and cylinder three 13 and the power transmission gear 6 meshes, and the cylinder three 13 pushes the power transmission gear 6 to rotate, and the racks 5 on the cylinder one 11 and the cylinder four 14 are separated from their corresponding power transmission gears.

In this way, the four cylinders have completed the entire working process of intake, compression, detonation, and exhaust, and then enter the next cycle again. The working order of the above-mentioned cylinders is exactly the same as that of the existing four-cylinder engine, except that the present invention no longer uses the connecting rod 3 and the crankshaft 4 to transmit power, but drives the two power transmission gears meshed with it by the rack 5. 6 rotates, the two power output shafts 10 are respectively rotated under the continuous driving of the power transmission gear 6 fixedly connected with them, thereby outputting power. The crankshaft 4 connecting rod 3 in the present invention is only used to drive the piston 2 in each cylinder to make the piston 2 reciprocate, and is not responsible for transmitting the power of the engine.

4 and 5 , the two power output shafts 10 extend out of the engine 15 and engage with a gear plate 16 through the teeth at the ends. The gear plate 16 is fixedly connected with the transmission shaft 17 , and the transmission shaft 17 is mounted on the bearing 18 . The rotation directions of the two power output shafts 10 are opposite, and are respectively meshed with the teeth on the two sides of the gear plate 16. When the engine 15 is running, the two power output shafts 10 simultaneously apply external force to it from the two sides of the gear plate 16. , drive the gear plate 16 to rotate, and drive the transmission shaft 17 connected with the gear plate 16 to rotate to realize power output.

For a four-wheel drive vehicle, the present invention can be installed longitudinally in the middle of the vehicle, and the two power take-off shafts 10 extend to the front and rear wheels of the vehicle, respectively, and drive the four wheels to rotate through the speed reducer and the differential. For a large ship with two propellers installed, each of the two power output shafts 10 can be connected to one propeller, and the two propellers can be driven to rotate in opposite directions at the same time. In the above two implementation scenarios, the power output can be achieved without the gear plate 16 . The speed reducer and the differential are known in the art and will not be described in detail.

[Example 2]

In the rack-piston internal combustion engine of the present invention, the rack 5 can also be connected to the pistons 2 of the two cylinders at the same time. As shown in FIG. 6 , the cylinders five 19 and six 20 are symmetrically distributed. When the gas in the cylinder five and 19 expands, the piston 2 moves away from When the cylinder 5 19 moves in the direction, the rack 5 connected with the piston 2 pushes the piston 2 of the cylinder 6 20 to perform gas compression motion. As shown in FIG. 7 , the toothed side of the rack 5 is connected with the upper power transmission gear 21 and the lower power transmission gear 22 at the same time, and the toothed half widths of the upper power transmission gear 21 and the lower power transmission gear 22 differ by 180 degrees. distributed. Teeth are also distributed on the lower side of the upper power transmission gear 21 and the upper side of the lower power transmission gear 22 , a normal axis 23 is installed between the upper and lower power transmission gears, and teeth are distributed on the normal axis 23 , and meshes with the side teeth of the upper power transmission gear 21 and the lower power transmission gear 22 at the same time. The normal axis 23 is mounted on the engine casing through a bearing. When the upper power transmission gear 21 rotates an angle in the clockwise direction, the lower power transmission gear 22 is driven by the normal axis 23 to rotate counterclockwise with the same angle but opposite direction.

When the rack 5 moves from the left to the right in the drawing, the upper power transmission gear 21 meshes with the rack 5 , the rack 5 pushes the upper power transmission gear 21 to rotate clockwise, and the lower power transmission gear 22 separates from the rack 5 , and rotate counterclockwise under the drive of the normal axis 23; when the rack 5 moves from the right to the left of the drawing, the lower power transmission gear 22 meshes with the rack 5, and the rack 5 pushes the lower power transmission gear 22 Rotating in a counterclockwise direction, the upper power transmission gear 21 is separated from the rack 5 and rotated in a clockwise direction under the driving of the normal axis 23 . In this way, the upper power transmission gear 21 always keeps rotating clockwise, the lower power transmission gear 22 always keeps rotating counterclockwise, and the two keep the same rotation speed under the connection of the normal axis 23 . The upper and lower power transmission gears are each fixedly connected to a power output shaft 10, and two sides of a rack 5 are connected to a total of four power output shafts 10 to output power, and all power output shafts 10 are connected to the gearbox to realize power output. . The gearbox is known in the art and will not be described in detail.

Claims (10)

1. A rack piston type internal combustion engine comprises a cylinder, a piston, a connecting rod and a crankshaft, and is characterized in that, one end of the piston, which is far away from the cylinder, is fixedly connected with a rack, the extension direction of the rack is consistent with the movement direction of the piston, the rack has two side surfaces with teeth, each side surface is provided with a power transmission gear meshed with the rack, each engine is provided with two power output shafts, the power transmission gears are fixedly connected with the power output shafts, each power output shaft is provided with the power transmission gears with the same number as that of the cylinders of the engine, the positions of the power transmission gears and the positions of the cylinder pistons are in one-to-one correspondence, when the fuel in the cylinder burns and pushes the piston to move, the rack on the piston drives the two power transmission gears meshed with the rack to rotate, and the two power output shafts are driven by the power transmission gears to rotate, so that power is output to the transmission system.

2. The rack piston type internal combustion engine according to claim 1, wherein the power transmission gear has teeth distributed only on the edge of a half circumference, and has no teeth on the other half circumference, and when the gas in the cylinder expands to push the piston to move, the rack on the piston is engaged with the portion of the power transmission gear having teeth; when the piston is pushed by the crankshaft connecting rod to compress gas in the cylinder or exhaust waste gas in the cylinder, the power transmission gear does not have teeth and rotates to a position close to the rack in a half-range mode, the rack is separated from the power transmission gear, and the moving direction of the rack is opposite to the moving direction of the rack when the expansion gas pushes the piston.

3. The rack piston type internal combustion engine according to claim 1, wherein the half of the power transmission gear without teeth is provided with a high density weight to balance the weight of the two halves of the power transmission gear without teeth and with teeth, so that the center of gravity of the power transmission gear coincides with the geometric center of the power transmission gear, thereby achieving dynamic balance.

4. The rack piston type internal combustion engine according to claim 1, wherein the rack has four sides, two of the sides having teeth, and two sides having no teeth are connected to a connecting rod, respectively, and the rack does not contact the crankshaft, and the power transmission gear and the power output shaft do not contact the crankshaft and the connecting rod during operation of the engine.

5. The rack piston type internal combustion engine according to claim 1, characterized in that the rack is of a hollow structure, and a reinforcing rib is arranged in the hollow part inside the rack.

6. A rack piston internal combustion engine according to claim 1, characterised in that the two power take-off shafts extend towards the front and rear wheels of the vehicle, respectively, and drive the four wheels in rotation via a reduction gear and a differential.

7. A rack piston internal combustion engine according to claim 1, characterised in that the two power take-off shafts are each connected to a propeller, which simultaneously drive the two propellers in opposite rotation.

8. A rack piston internal combustion engine according to claim 1, characterised in that the rack is adapted to connect the pistons of two cylinders simultaneously, the pistons being arranged symmetrically about the two cylinders, the rack being adapted to push the piston of one cylinder into a gas compressing movement when the piston moves away from the cylinder as the gas in the other cylinder expands.

9. The rack piston internal combustion engine according to claim 8, characterized in that when the rack is connected to two cylinders simultaneously, one flank of the toothed teeth of each rack is connected to two power transmission gears simultaneously, and the half width of the toothed teeth and the half width of the non-toothed teeth of the two power transmission gears are different by 180 degrees.

10. The rack piston type internal combustion engine according to claim 8, wherein when the rack is connected to two cylinders simultaneously, teeth are distributed on two adjacent side surfaces of two power transmission gears, a normal rotation shaft is installed between the two power transmission gears, and teeth are distributed on the normal rotation shaft and are engaged with teeth on inner side surfaces of the two power transmission gears simultaneously.

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