CN201396212Y - Biaxial crankshaft piston transmission mechanism - Google Patents

Abstract

The utility model belongs to the field of crankshaft-piston transmission mechanism, and in particular relates to a piston transmission mechanism of a double-shaft crankshaft. The gear part is composed of left and right gears meshing, and the left and right gears are respectively fixed on the left and right shafts. A base shaft pin is provided at the lower end of the connecting rod hinged with the piston, and a swingable support with an angle opening is provided on the base shaft pin. The connecting part is free to close, and the connecting part is composed of left and right connecting rods, and the other ends of the left and right connecting rods of the connecting part are rotatably connected with the crank pins of the left and right shafts respectively. As a result, the output torque can be significantly increased, as well as energy loss and component wear can be significantly reduced.

Description

Biaxial crankshaft piston transmission mechanism

technical field

The utility model relates to the field of a crankshaft-piston transmission mechanism, in particular to a biaxial crankshaft-piston transmission mechanism.

technical background

In the structure of the existing internal combustion engine, the up and down motion of the piston in the cylinder is generally transmitted to the crankshaft via the connecting rod to form the rotational motion of the crankshaft. The mechanical energy converted into rotation generates torque and realizes the output of mechanical power through the crankshaft. And no matter existing internal-combustion engine is four-stroke or two-stroke, all is to use a connecting rod, a crankshaft, no matter be gasoline engine or diesel engine all so.

However, in the existing internal combustion engine, when the piston is close to its top dead center and the crankshaft and the connecting rod are in a straight line, because the moment arm for the crankshaft is very small, the explosive force is almost only pressurized on the crankshaft through the crankshaft crank, so no torque can be generated. , Only when the piston crosses the top dead center and the connecting rod forms a certain angle with the crank of the crankshaft, does it start to generate torque. Therefore, according to mechanical analysis, the output of the torque component of this mechanism is very small, so there is a problem of large energy loss. In addition, when the crankshaft-piston transmission mechanism is working, due to the angle between the connecting rod and the crank, the piston will inevitably generate pressure on the inner wall of the cylinder, so that friction will inevitably occur between the piston and the inner wall of the cylinder, resulting in increased waste work and a decrease in mechanical efficiency. And the wear of the inner wall of the cylinder shortens the service life of the machine.

Contents of the invention

In order to solve the above problems, the utility model provides a new crankshaft-piston transmission mechanism, the purpose of which is to significantly increase the output torque, significantly reduce energy loss, reduce wear and tear of parts, and prolong the service life of the machine.

The utility model is realized through the following technical solutions:

A double-shaft crankshaft-piston transmission mechanism. A double-shaft crankshaft is formed by left and right shafts with left and right symmetry. A gear part is arranged between the left shaft and the right shaft of the double-shaft crankshaft. The gear part is meshed by the left and right gears. Composed and fixed on the left shaft and the right shaft respectively; the cylinder of the biaxial crankshaft piston transmission mechanism is provided with a piston, and the piston can slide up and down along the inner wall of the cylinder; a connecting rod is hinged on the piston, The lower end of the connecting rod is provided with a base shaft pin, and the base shaft pin is provided with a connecting part that can be swingably supported and has the freedom of angular opening and closing. The connecting part is composed of a left connecting rod and a right connecting rod. The other ends of the left connecting rod and the right connecting rod are rotatably connected to the crank pins of the left shaft and the right shaft respectively.

In the dual-axis crankshaft-piston transmission mechanism, when the piston is at the bottom dead center, the maximum opening angle of the left connecting rod and the right connecting rod of the connecting part is set to be less than 180 degrees.

The advantage of the utility model biaxial crankshaft piston transmission mechanism is,

According to the above, since the crankshaft is composed of bilaterally symmetrical double shafts, and the double shaft crankshaft is connected to the connecting rod through the connecting portion, the output torque can be significantly increased even when the piston passes near the top dead center, Moreover, due to the use of a left-right symmetrical structure to balance the lateral component forces, it can minimize the frictional energy loss between the piston and the cylinder and improve energy utilization efficiency. Machine life.

Description of drawings

Fig. 1 is the schematic diagram of the biaxial crankshaft piston connecting rod transmission mechanism of the embodiment of the present invention,

Fig. 2 is a schematic diagram when the piston of the biaxial crankshaft-piston-connecting rod transmission mechanism according to the embodiment of the present invention is at the bottom dead center,

Fig. 3 is a schematic diagram of a crankshaft-piston transmission mechanism in the prior art.

Explanation of symbols in the drawings

1 cylinder; 2 pistons; 3 connecting rods; 4 valves; 5 combustion chamber; 6 crankshaft storage room; 7 biaxial crankshaft; 7-1 left shaft; 7-2 right shaft; Left connecting rod; 9-2 right connecting rod; 10 base shaft pins; 11 crank pins; 303 connecting rods; 707 crankshafts.

Detailed ways

The biaxial crankshaft piston transmission mechanism of the present invention will be described in detail below by means of the accompanying drawings.

Fig. 1 is a schematic structural view of a double-shaft crankshaft-piston transmission mechanism according to an embodiment of the present invention.

Referring to FIG. 1 , the structure of the above-mentioned biaxial crankshaft-piston transmission mechanism according to the embodiment of the utility model is that a piston 2 is arranged in the cylinder 1 , and the piston 2 can slide up and down along the inner wall of the cylinder 1 . The piston 2 is connected to the connecting rod 3 through a hinge. The upper wall of the cylinder 1 is provided with a valve 4 for gas intake and discharge, and the upper wall and inner surface of the piston 2 and the cylinder 1 form a combustion chamber 5 for combustion.

A crankshaft housing chamber 6 for housing a crankshaft is formed at a lower portion of the cylinder 1 . A two-axis crankshaft 7 is installed in the storage chamber 6 . The double-shaft crankshaft 7 is composed of left and right shafts 7-1 and 7-2 which are bilaterally symmetrical, and a gear part 8 is provided between the left shaft 7-1 and the right shaft 7-2 of the double-shaft crankshaft 7. The gear part 8 is composed of left and right gear meshes, and the left and right gears are respectively fixed on the left shaft 7-1 and the right shaft 7-2 and rotate together with each other.

In order to rotate the left shaft 7-1 and the right shaft 7-2 in the directions of the arrows, respectively, a connecting portion 9 is provided. The connecting part 9 is composed of a left connecting rod 9-1 and a right connecting rod 9-2. A base shaft pin 10 is provided at the lower end of the connecting rod 3 . The respective upper ends of the left connecting rod 9 - 1 and the right connecting rod 9 - 2 are provided with base shaft pins 10 which are rotatably supported on the lower end of the connecting rod 3 . The left connecting rod 9 - 1 and the right connecting rod 9 - 2 of the connecting part 9 respectively swing around the base shaft pin 10 in the opening and closing direction. Further, the lower ends of the left connecting rod 9 - 1 and the right connecting rod 9 - 2 are rotatably connected to respective crank pins 11 of the left shaft 7 - 1 and the right shaft 7 - 2 of the biaxial crankshaft 7 .

Fig. 2 is a schematic diagram of the piston of the biaxial crankshaft-piston transmission mechanism according to the embodiment of the present invention when the piston is at the bottom dead center.

Referring to Fig. 2, when the piston 2 is positioned at the bottom dead center position shown by the two-dot dash line, the maximum opening angle of the left connecting rod 9-1 and the right connecting rod 9-2 of the connecting part 9 is set to be less than 180 degrees, if greater than If it is 180 degrees, the required kinematic relationship of the connecting rod mechanism cannot be established.

Referring to Fig. 1 and Fig. 2, the action process of the double-shaft crankshaft-piston transmission mechanism according to the embodiment of the present invention will be described below.

As shown in Figure 1, the piston 2 is near the top dead center. At this time, if explosive combustion occurs in the combustion chamber 5, the high-pressure gas formed by the combustion will push the piston 2 to move downward. With the descending of the piston 2, the downward force generated in the connecting rod 3 is transmitted to the left shaft 7-1 and the right shaft 7 respectively through the two connecting rods of the connecting part 9, the left connecting rod 9-1 and the right connecting rod 9-2. On -2, the left shaft 7-1 and the right shaft 7-2 start to rotate immediately, and the left shaft 7-1 and the right shaft 7-2 are rotated synchronously along the directions shown by the arrows respectively through the gear part (8). The result is the ability to generate high torque during its initial rotation.

When the piston continued to move down, the opening angles of the left connecting rod 9-1 and the right connecting rod 9-2 were further expanded. 2 and a connecting rod 3 force synthesis theory, there are relatively large torques acting on the left shaft 7-1 and the right shaft 7-2 respectively, so it can be seen that it has the effect of enhancing the torque. And this torque continues until the maximum opening angle of the connecting portion 9 is set to an angle less than 180 degrees, that is to say, continues until the piston 2 reaches the bottom dead center position indicated by the double-dashed line, as shown in Figure 2 .

In addition, when the piston 2 is at the bottom dead center position, the connecting part 9 and the connecting rod 3 are pushed upward by the inertial rotation of the left shaft 7-1 and the right shaft 7-2, and then the piston 2 moves upward and returns to the initial top dead center location, as shown in Figure 1.

Fig. 3 is a schematic diagram of a crankshaft-piston transmission mechanism in the prior art.

Referring to Fig. 3, compared with the utility model, the crankshaft-piston transmission mechanism of the prior art is mainly different in that only one connecting rod 303 and one crankshaft 707 are provided. When the piston 2 is at the top dead center in the cylinder 1, the piston 2 is in a straight line with the crankshaft 707 and the connecting rod 303, and there is almost no moment arm for the crankshaft 707, so the combustion explosive force is only pressurized on the crankshaft 707 by the crankshaft crank, Torque cannot be generated. Only after the connecting rod 303 forms a certain angle with the crank of the crankshaft 707 after the piston 2 crosses the top dead center, does the torque begin to be generated. Therefore, the torque component output of this structure is less, and the energy conversion efficiency of converting thermal energy into mechanical energy is lower. In addition, when the crankshaft-piston transmission mechanism is working, due to the included angle between the connecting rod 303 and the crankshaft, the piston 2 will inevitably generate pressure on the inner wall of the cylinder 1, so friction will inevitably occur between the piston 2 and the inner wall of the cylinder 1, thereby increasing Useless work leads to a decrease in mechanical efficiency, and also causes wear on the side of the piston and the inner wall of the cylinder, reducing the service life of the machine.

In a word, since the crankshaft-piston transmission mechanism of the present utility model adopts a crankshaft composed of left-right symmetrical double-shafts, and the double-shaft crankshaft is connected with the connecting rod through the connecting part, thus, even when the piston passes near the top dead center, The output torque can also be significantly increased, and because the left-right symmetrical structure is adopted to balance the lateral component forces, the energy loss caused by the friction between the piston and the cylinder can be minimized, and the energy utilization efficiency can be improved. And the wear of the inner wall of the cylinder, so the service life of the parts is also extended.

In the piston-connecting rod transmission mechanism of the double-shaft crankshaft embodiment of the utility model, an internal combustion engine is taken as an example for description. However, the utility model is not limited to an internal combustion engine, and can also be used in piston-and-rod transmission aspects such as an air compressor used for compressing air.

Claims (2)

1, a kind of twin shaft bent axle piston drive, it is characterized in that: constitute twin shaft bent axle (7) by symmetrical left side axle (7-1) and right axle (7-2), between the left side axle (7-1) of this twin shaft bent axle (7), right spool (7-2), be provided with gear part (8), this gear part (8) is made up of left and right gear engagement, and is separately fixed on left side axle (7-1), the right axle (7-2); Be provided with piston (2) in the cylinder (1) of described twin shaft bent axle piston drive, described piston (2) is along the inwall slippage up and down of cylinder (1); Be hinged with connecting rod (3) on the described piston (1), be provided with standard shaft pin (10) in the lower end of connecting rod (3), described standard shaft pin (10) is provided with and can swingingly be supported with angle and opens and closes joint (9) freely, described joint (9) is made of left connecting rod (9-1), right connecting rod (9-2), and the other end separately of the left connecting rod (9-1) of described joint (9), right connecting rod (9-2) can link together rotatably with the crankpin (11) of left side axle (7-1), right axle (7-2) respectively.

2, twin shaft bent axle piston drive as claimed in claim 1 is characterized by, and when being positioned at lower dead center, the maximum open angle of the left connecting rod (9-1) of described joint (9), right connecting rod (9-2) is set at less than 180 degree at described piston (2).

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