CN202370657U - Parallel-connection crankshaft engine - Google Patents

Abstract

The utility model relates to a parallel crankshaft engine, which belongs to the fields of machinery and thermal energy power. In order to overcome the problems of low load rate, low efficiency, large fuel waste, and energy loss of the closed cylinders in some inventions due to the rotation of the crankshaft, the utility model provides a parallel crankshaft engine, each of which has one or two The cylinder has a crankshaft. The crankshaft is perpendicular to the longitudinal direction of the cylinder block at the bottom of the cylinder block. Each crankshaft is connected to a gear or sprocket by a directional clutch. The gears or sprockets mesh with each other to realize the mutual transmission of power between the crankshafts. When the engine is working, the number of working cylinders can be determined according to the size of the load, and the crankshaft of the non-working cylinders can be stopped. This not only increases the load rate of the working cylinder, but also reduces the energy loss of the non-working cylinder. Thereby improving the efficiency of the engine.

Description

parallel crankshaft engine

technical field

The invention relates to an engine with parallel crankshafts, which belongs to the fields of machinery and thermal power.

Background technique

At present, the engine with the widest known application is the reciprocating piston engine, which is used in vehicles, trains, ships and other vehicles. It is composed of crank connecting rod mechanism, gas distribution mechanism, cooling system, fuel supply system, ignition system, lubrication system and so on. Experiments show that the highest efficiency of gasoline engine is about 30%, and the highest efficiency of diesel engine is about 40%. The highest efficiency occurs when the engine is close to full load, and most engines (such as: engines used in vehicles, trains, ships, etc.) work under small and medium load conditions most of the time. Under small and medium loads, the efficiency of the engine is far below its peak efficiency, resulting in a lot of waste of fuel. In some inventions, in order to improve the load rate of the engine when running at low speeds in vehicles such as automobiles, trains, and ships, the measure of closed-cylinder control is adopted to make part of the cylinders stop working. Cylinder closing control, some are realized by stopping fuel injection, and some are realized by closing the intake and exhaust valves of some cylinders through a variable valve train. Although this closed-cylinder control has improved the load rate of the working cylinder, the non-working cylinder piston and crankshaft are still running at high speed to cause friction and energy loss of intake and exhaust.

Contents of the invention

In order to overcome the problems of low load rate, low efficiency, large fuel waste, and energy loss caused by closing cylinders in some inventions, the present invention provides an engine that also improves the load rate of working cylinders by closing some cylinders in the engine. Different from other inventions, in the present invention, the crankshaft and piston of the closed cylinder are no longer in operation, thus avoiding energy loss.

The technical solution adopted by the present invention to solve the technical problem is: the present invention is different from the traditional multi-cylinder engine in that the traditional multi-cylinder engine has only one crankshaft. The present invention adopts multiple parallel crankshafts for making each cylinder of the multi-cylinder engine work independently, that is, each or two cylinders have a crankshaft. The crankshaft is perpendicular to the longitudinal direction of the cylinder block at the bottom of the cylinder block. Each crankshaft is connected to a gear or sprocket by a directional clutch. The directional clutch is a special clutch that combines the crankshaft and the gear at only one position to ensure the phase relationship between the crankshafts during rotation, so that the engine runs smoothly. On the one hand, the gear or sprocket is connected to the crankshaft through a directional clutch, and on the other hand, it meshes with each other to realize the mutual transmission of power between the crankshafts. The traditional multi-cylinder engine valve camshaft is shared by each cylinder. The present invention can also be matched with crankshaft like traditional motor, every crankshaft is equipped with a camshaft. Other parts are basically the same as the traditional engine. When the engine is working, if the required load is large, all the cylinders of the engine are put into operation, and the power of each crankshaft is collected and output through the directional clutch, gear or sprocket; if the required load is small, the computer can stop according to the required load. The ignition and fuel injection of some cylinders will separate the directional clutch on the crankshaft, so these cylinders will stop working, and the crankshaft and piston will stop running; if the required load increases again, the computer can control some cylinders to resume work. That is to say, the computer can control the number of working cylinders according to the required load.

The beneficial effect of the invention is that by stopping the operation of the closed cylinder crankshaft piston of the multi-cylinder engine, not only the load rate of the engine is increased, the efficiency is improved, but also the energy loss caused by friction is reduced, thereby reducing fuel consumption.

Description of drawings

Fig. 1 is the structural schematic diagram of the first embodiment of the parallel crankshaft engine

Fig. 2 is a sectional view of A-A of Fig. 1

Fig. 3 is the structural schematic diagram of the second embodiment of the parallel crankshaft engine

Marks in the figure: 1. Cylinder head, 2. Transverse camshaft, 3. Directional clutch and gear, 4. Crankshaft, 5. Cylinder block, 6. Upper timing pulley, 7. Timing belt, 8. Lower timing When pulley, 9. vertical camshaft.

Detailed ways

Embodiment 1: Taking a four-cylinder engine as an example, as shown in Figure 1, each cylinder has its own crankshaft (4) and transverse camshaft (2). A directional clutch and gear (3) are housed on each crankshaft (4). Other parts are basically the same as ordinary engines. When a small output power is required, the computer can control one cylinder to work. Although the gears of other cylinders rotate, the crankshaft (4) and camshaft (2) do not rotate and do not work due to the separation of the directional clutch, so the cylinders that do not work are basically No energy consumption. At the same time, the load rate of the working cylinder is higher and the efficiency is higher, so the fuel consumption rate is lower. When the engine needs to output higher power, the computer can control the directional clutch to increase the number of working cylinders. That is to say, no matter what the working conditions are, the working cylinder of the engine can get a larger load rate.

Embodiment 2: Taking a four-cylinder engine as an example, as shown in FIG. 3 , the difference from Embodiment 1 is that four cylinders share one longitudinal camshaft (9). The structure of the engine is simplified like this, but the valve of the non-working cylinder is still moving, and there is a little energy loss.

Claims (1)

1. A parallel crankshaft engine is composed of a crank-and-rod mechanism, a gas distribution mechanism, a cooling system, a fuel supply system, an ignition system, a lubrication system, etc., and is characterized in that: a multi-cylinder engine adopts a plurality of mutually parallel crankshafts, that is, each One or two cylinders have a crankshaft, perpendicular to the longitudinal direction of the cylinder block at the lower part of the cylinder block, and connected by directional clutches, gears or sprockets.

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