CN86108669A

CN86108669A - Multicylinder conjugate diesel engine with capless double-piston cylinders

Info

Publication number: CN86108669A
Application number: CN86108669.4A
Authority: CN
Inventors: 周健
Original assignee: Individual
Current assignee: Individual
Priority date: 1986-12-17
Filing date: 1986-12-17
Publication date: 1988-06-29
Also published as: CN1004218B

Abstract

The double-piston multi-cylinder conjugate diesel engine without a cylinder head belongs to the piston reciprocating internal combustion engine. The present invention designs a parallel arrangement of at least four cylinders, two pistons moving in opposite directions are installed in each cylinder, and the intake and exhaust valves are installed on the two pistons respectively. Combustion chamber is surrounded by two pistons, and each piston on the same side of the cylinder is fixedly connected to the horizontal connecting rod through the piston rod. air mechanism. The invention can symmetrically utilize gas expansion force, improve combustion conditions and adopt high compression ratio, and eliminate the side pressure of the piston on the working cylinder.

Description

Cylinder cover-free double-piston multi-cylinder conjugate diesel engine

The present invention belongs to a piston reciprocating internal combustion engine.

At present, a piston reciprocating diesel engine is a working cylinder composed of a cylinder body, a cylinder sleeve and a cylinder cover, wherein a piston reciprocates in the working cylinder, and fuel gas pushes the piston to work in a single direction. The inlet valve, the exhaust valve and the oil nozzle are arranged on the cylinder cover. The transmission of piston motion and output of cylinder power is dominated by the way the connecting rod drives the crankshaft. These characteristics make it difficult to balance various forces well, resulting in vibration and noise, restrict intake and exhaust, and make it difficult to use a high compression ratio, which makes it difficult to further improve thermal efficiency. There is a limit to further increase the strength of the swirl and to increase the air-fuel mixing rate. Because the side pressure of the piston to the cylinder sleeve is larger, the abrasion and the mechanical loss of the cylinder sleeve are increased.

The present invention designs a cylinder-cover-free double-piston multi-cylinder conjugate diesel engine which can symmetrically utilize gas expansion force, improve combustion conditions, adopt high compression ratio and eliminate the side pressure of a piston to a working cylinder.

In order to achieve the purpose, the invention designs at least four cylinders which are arranged in parallel, two pistons which move in opposite directions are arranged in each cylinder, an air inlet valve and an air outlet valve are respectively arranged on the two pistons, a combustion chamber is enclosed by a cylinder sleeve and the two pistons in each cylinder, each piston on the same side of two ends of each cylinder is fixedly connected with a transverse connecting rod through a piston rod, two ends of the transverse connecting rod are arranged in a guide rail, and a power output mechanism and an air distribution mechanism for transmitting the motion of the pistons are arranged.

The present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is a front view of the present invention

FIG. 2 is a sectional view of piston B-B

FIG. 3 is a sectional view of piston C-C

FIG. 4 is a cross-sectional view of piston D-D

FIG. 5 is a schematic view of the connection between the sub-crankshaft and the main crankshaft

FIG. 6 is a schematic view of the connection between the auxiliary crankshaft and the main shaft

FIG. 7 is a left side view of the valve train

FIG. 8 is an intake control schematic diagram

FIG. 9 is an exhaust control schematic diagram

FIG. 10 is a layout of a layer of multi-element conjugated diesel engines

FIG. 11 is a layout diagram of a two-layer unit conjugate diesel engine

FIG. 12 is a diagram of a two-layer unit conjugated diesel engine vertical connecting rod

The main view of the present invention is shown in fig. 1. At least four cylinders are arranged in parallel, two pistons (2, 2 ') which move in opposite directions are arranged in each cylinder (1), an air inlet valve and an air outlet valve are respectively arranged on the two pistons, a combustion chamber is enclosed by a cylinder sleeve and the two pistons (2, 2 ') in each cylinder (1), each piston (2, 2 ') on the same side of two ends of each cylinder is fixedly connected with a transverse connecting rod (10, 10 ') through a piston rod (7, 7 '), two ends of each transverse connecting rod are arranged in a guide rail, and a power output mechanism and an air distribution mechanism for transmitting the motion of the pistons are arranged. The cylinder liner can be mounted on a cylinder block to form cylinders, and the oil nozzle 11 of each cylinder (1) is arranged in the middle of the cylinder to form a combustion chamber of each cylinder in the middle of two pistons. The guide rails can be mounted on the machine body, and two guide rails are arranged at the two end parts of the cross connecting rod to support the cross connecting rod, as shown in a cross section A-A.

The piston is constructed as shown in fig. 1, 2, 3 and 4. The piston 2 consists of a piston sleeve 3, a piston cylinder 4 and a piston rod 7, an air inlet channel is arranged at the axis part of the piston, an air valve ejector rod 5 and a vortex blade 6 are arranged in the channel, an inner spiral line of the vortex blade is wound on a rod of the air valve ejector rod 5, and the outer spiral line is tightly contacted with the inner hole surface of the air inlet channel. The piston 2 ' consists of a piston sleeve 3 ', a piston cylinder 4 ' and a piston rod 7 ', an exhaust channel is arranged at the axis of the piston, and a valve ejector rod 5 ' is arranged in the exhaust channel. The piston 2' is of substantially the same construction as the piston 2 except that no swirl vanes are provided. The axis of the piston cylinder is provided with an inner hole which is used as an air inlet channel and an air outlet channel, and the inner hole is provided with a supporting piece (8, 8 ') which supports a valve ejector rod (5, 5'). Two piston rods (7, 7') are cut off from the upper part of the piston cylinder. One end of the valve ejector rod is made into a mushroom-shaped air valve, and the outer conical surface of the mushroom-shaped air valve is tightly matched with the inner conical surface of the piston side of the inner hole of the piston. A spring (9, 9 ') is fixed on the supporting piece (8, 8 ') at the upper end to tension the valve mandril (5, 5 '). When the oil gas in the combustion chamber is combusted, the two pistons are simultaneously pushed to move towards the outer ends, and the power output mechanism is pushed. When the cylinder finishes doing work, the inertia of the power output mechanism drives the piston to move towards the middle of the cylinder at the same time, at the moment, the valve ejector rod 5' is pushed open by the gas distribution mechanism, and the cylinder exhausts gas. When the exhaust is finished, the piston moves towards the outer end of the cylinder at the same time, the valve ejector rod 5 is ejected by the air distribution mechanism, the cylinder inhales air, and air forms vortex along the circumference of the section of the cylinder after passing through the vortex blades so as to improve the air-fuel mixing rate. Then the piston moves to the middle of the cylinder to compress air to prepare for the next work.

The power output mechanism is shown in fig. 1, 5, and 6. It consists of transverse connecting rods (10, 10 ') arranged in guide rails at both ends of cylinders, connecting rods (12, 12', 13 ') and at least four auxiliary crankshafts (14, 14') on both sides of the cylinders.

The pistons of at least four cylinders with intake channels are arranged on the same side of the cylinder. The transverse connecting rods (10, 10') are respectively and fixedly connected with piston rods of at least four cylinders on the same side. The upper end of the piston rod (7, 7') of each cylinder is concave downward to form a boss, the boss is propped against the transverse connecting rod, and the piston rod is fixedly connected with the transverse connecting rod at the concave section. The two ends of the transverse connecting rods (10, 10 ') are respectively hinged with one end of the connecting rods (12, 12', 13 '), the other ends of the connecting rods are hinged on the auxiliary crankshafts (14, 14') at the two ends of the cylinder, and the connecting rods (12 and 12 ', 13 and 13') are formed and oppositely connected with the transverse connecting rods (10, 10 ') and the auxiliary crankshafts (14, 14'). When the gas pushes the two pistons to do work bidirectionally, the pistons push the transverse connecting rods to do translation in the guide rails, and the transverse connecting rods in translation drive the opposite connecting rods to pull the auxiliary crankshaft to rotate.

The auxiliary crankshaft drives the power output shaft to rotate as shown in fig. 5 and 6. The secondary crankshafts (14, 14 ') can be connected to the main crankshaft 15 by means of vertical connecting rods (17, 17', 18 ', 19'). One end of the vertical connecting

rod

17, 18, 19 is hinged to the

throw

22, 23, 24 of the secondary crankshaft 14, and the other end of the vertical connecting

rod

17, 18, 19 is hinged to the

throw

26, 25, 24' of the primary crankshaft 15. The

cranks

28, 29 connected to the bell cranks 23, 24 differ by 180. The crank 27 connected to the bell crank 24 is angularly offset from the crank 28 by an angle greater than 0 deg. and less than 180 deg.. Thus, when the auxiliary crankshaft rotates, the main crankshaft is driven to move in the same direction over a dead point. The secondary crankshafts 14 'are connected by vertical connecting rods 17', 18 ', 19' in the same manner as the secondary crankshafts 14 are connected by the vertical connecting rods and the arrangement of the cranks.

The secondary crankshaft may also engage a gear on the primary shaft 16 through a gear train, through which the secondary crankshaft (14, 14') rotates the primary shaft 16. The secondary crankshafts (14, 14 ') are provided with timing gears (30, 30') which can mesh with gears on the main shaft. Power is output from the main crankshaft 15 or the main shaft 16.

When the gas in the cylinder pushes the two pistons to do work, the transverse connecting rods (10, 10 ') move outwards simultaneously, and the transverse connecting rods do translation in the guide rails, which drives the connecting rods (12, 12 ', 13 ') to pull the auxiliary crankshaft to do rotary motion. The auxiliary crankshaft can drive the main crankshaft to rotate through the vertical connecting rod and can also drive the main shaft to rotate through the gear train. When the piston moves to the bottom dead center, the auxiliary crankshaft continues to move by means of inertia due to the fact that two flywheels are arranged at two ends of the main crankshaft or the main shaft, and the transverse connecting rod helps the piston to continue to make other strokes.

The valve train is shown in fig. 1 and 7. The mechanism consists of timing gears (31, 31 ') and cams (33, 33') which are arranged on a central shaft 32, sector gears (34, 34 '), crank gears (35, 35'), two crank slider mechanisms and compression rods (37, 37 ') provided with compression blocks (36, 36').

The intake action is controlled by a sector gear 34, a cam 33, a crank gear 35, a crank-slider mechanism (38, 39, 40), a pressure lever 37 and a valve tip 41 fixedly mounted on a slider 40. The exhaust action is controlled by a sector gear 34 ', a cam 33 ', a crank gear 35 ', a crank-slider mechanism (38 ', 39 ', 40 '), a pressure lever 37 ' and a valve tip 41 ' fixedly mounted on a slider 40 '.

Timing gears (31, 31 ') are fixedly arranged at two ends of the middle shaft 32, and the timing gears (31, 31') are meshed with the timing gears (30, 30 ') on the auxiliary crankshafts (14, 14'). The secondary crankshaft rotates the central shaft 32. A sector gear 34 is fixedly arranged on the middle shaft 32, the half circumference of the sector gear is toothless, and the toothed part of the half circumference of the sector gear is meshed with a crank gear 35. A crank 38 is fixed on the crank gear 35, and rotates along with the crank gear 35 to drive a connecting rod 39, the connecting rod 39 drives a slide block 40 moving in the guide rail, and the valve top 41 reciprocates along the axial position of the valve top rod 5 along with the rotation of the crank gear. When the tooth part of the half-circumference of the sector gear 34 is engaged with the crank gear, the cam jacks the pressing rod 37, the toothed pressing block 36 on the pressing rod 37 is disengaged from the crank gear 35, and the crank gear 35 rotates along with the sector gear 34. When the meshing of the toothed part is finished, the pressure lever is lowered from the high point of the cam 33 to the low point under the action of the spring 42, the pressure block 36 is pressed with the crank gear 35, and the crank gear 35 is positioned without rotating the valve top 41 and does not move.

The number of teeth of the timing gears (31, 31 ') is selected to be twice that of the timing gears (30, 30'), the number of teeth of the sector gears (34, 34 ') with teeth in the half cycle is equal to that of the crank gears (35, 35'), and when the auxiliary crankshaft rotates 180 degrees, the middle shaft and the sector gears rotate 90 degrees. When the sector gear is engaged with the crank gear, the secondary crankshaft has the same angular velocity as the crank gear. The cranks 38 and 28 are of equal length. During installation, when the piston finishes doing work and reaches the lower dead point, and continues to move for a certain angle, the toothed part of the sector gear 34 starts to be meshed with the crank gear 35, at this time, the crank 38 is at the lower dead point, and the crank 28 leads the crank 38 for a certain angle, which is called phi (for convenience in the following description), and the angle is more than 0 DEG phi and less than 90 deg. Referring to fig. 8, the intake air control principle will be described. Due to the above installation and selection, the tip a point of the valve lifter 5 and the tip B point of the valve lifter 41 have the same amplitude and angular velocity. When the piston finishes doing work and reaches the bottom dead center, the piston 2 continues to move from the bottom dead center to the top dead center by an angle phi, and at the moment, the sector gear 34 is meshed with the crank gear 35. At which point B is at bottom dead center. The cam 33 jacks the pressure lever 37, so that the pressure block 36 is separated from the crank gear 35, the crank gear 35 is free, and the crank 38 starts to rotate along with the crank gear 35 to drive the valve lifter 41 to chase the valve lifter 5. When the piston 2 moves to the top dead center and the exhaust of the piston 2' is finished, the piston 2 returns from the top dead center to the bottom dead center, when the piston moves phi/2, the point B meets the point A, and the valve ejector rod 5 is pushed open by continuous movement to realize air intake. When the point A continues to move to the bottom dead center, the valve ejector rod 5 is still jacked open, when the piston 2 reaches the bottom dead center and returns to the top dead center for phi/2, the point A and the point B are separated, the air inlet valve is closed, and air inlet is finished. And the intake delay of phi/2 angle is realized. When the point A continues to move by an angle phi, the point B moves to the bottom dead center, at the moment, the sector gear 35 with teeth at the half circumference is meshed, the pressure rod 37 is lowered to the low point from the high point along the cam 33 under the action of the spring 42, the pressure block 36 is pressed with the crank gear 35, and the crank gear 35 is positioned, namely the point B does not move at the bottom dead center. The piston 2 continues to move to complete the compression and work stroke, and the valve mandril 5 always closes the air inlet channel. During this process the sector gear 33 will rotate past the toothless half-circumference sector gear and will again mesh with the crank gear. After doing work, the robot continues to move at the phi angle and repeats the above action process.

The control principle and the mechanism operation manner for the exhaust gas and the selection of the mechanism parameters are the same as those for the intake control. When the piston 2 'works and runs a certain angle phi away from the bottom dead center during installation, the sector gear 33' and the crank gear 34 'start to be meshed, and the top point B' of the valve top 41 'is at the bottom dead center, namely the crank 38' is ahead of the crank 28 phi angle, and phi is more than 0 degrees and less than 90 degrees. The movement principle of the vertex A 'of the valve lifter 5' and the vertex B 'of the valve lifter 41' is shown in FIG. 9. When the piston 2 'does work and moves to a distance phi from the bottom dead center, the sector gear 33' is meshed with the crank gear 34 ', when the piston 2' continues to move to the bottom dead center phi/2, the A 'point of the valve ejector rod 5' meets the B 'point of the valve top, when the piston continues to move, the valve ejector rod 5' is jacked open, the cylinder starts to exhaust, and the exhaust of an angle phi/2 ahead of time is realized. When the piston 2 'runs to a distance phi/2 from the upper fulcrum, A' and B 'will be separated, the valve mandril 5' closes the exhaust channel, and the exhaust is finished. When the air cylinder completes air intake and compression, the point B' stays at the position of the bottom dead center.

The characteristics of the valve actuating mechanism can show that when the piston is between the upper dead point and the lower dead point, the distance of the valve jacking is the largest, and the speed of the piston is also the largest at the moment.

The air inlet side and the air outlet side are respectively provided with an air inlet closed box and an air outlet closed box. During the exhaust stroke, the piston on the air inlet side sucks air into the air inlet closed box due to the pumping action, and therefore a pumping air storage is provided for the subsequent air inlet stroke.

At least four cylinders are arranged in parallel, and each two or more cylinders can share one valve actuating mechanism.

The pistons of the cylinders whose working cycles differ by 360 crank angle have identical motion. Taking four cylinders as an example, the working cycle of the four cylinders is arranged as follows:

cylinder	a	b	c	d
					First stroke	Suction device	Alkene(s)	Alkene(s)	Suction device
Second stroke	Press and press	Row board	Row board	Press and press
					Third stroke	Alkene(s)	Suction device	Suction device	Burning device
The fourth stroke	Row board	Press and press	Press and press	Row board

Thus, two cylinders ad or bc work simultaneously every other stroke. The flywheel mounted on the main crankshaft or main shaft only needs to help the secondary crankshaft pass through the unworked 180 °. So that bc cylinders can share a set of valve train.

As shown in fig. 10, at least four cylinder conjugated diesel engines are used as units, a layer of multi-element auxiliary crankshafts can be formed to drive a main crankshaft through a vertical connecting rod, and at least four cylinder conjugated diesel engines can be used as units to drive a main shaft to move through a gear train. Forming a layer of multi-element conjugate diesel engine.

As shown in fig. 11, the main crankshaft is driven by the auxiliary crankshafts of the upper and lower two stages arranged in two stages in a unit of at least four cylinders. Thus, each secondary crankshaft can ensure that the main crankshaft and the secondary crankshaft move in the same direction only through two vertical connecting rods such as 43 and 44. As shown in fig. 12, the vertical link 43 may be formed as a single body, and the vertical links 44 and 43 have the same structure. Vertical connecting rods 43, 44 connect the upper and lower sub-crankshafts with the main crankshaft. If the four-cylinder type is adopted as an example, the air inlet side and the air outlet side of the upper layer and the lower layer are oppositely arranged, so that each stroke has the cylinder to apply work to the main crankshaft without intermittence. To form a double-layer unit conjugate diesel engine. At least four cylinders are arranged in a unit double-layer mode, the auxiliary crankshafts in the upper layer and the lower layer drive the main shaft through the gear train, and a double-layer unit conjugate diesel engine can also be formed.

Of course, the double-layer unit conjugate diesel engine is used as a unit, and a multi-element driving main crankshaft or a main shaft is formed in the form of a layer of multi-element conjugate diesel engine to form the double-layer multi-element conjugate diesel engine.

For the one-layer or two-layer unit conjugate diesel engine, the number of connecting rods for connecting the transverse connecting rods and the auxiliary crankshaft is unchanged and the number of vertical connecting rods for connecting the auxiliary crankshaft and the main crankshaft is unchanged along with the increase of cylinders.

The acting forces output by the invention are all in a symmetrical form, so that the acting forces are more balanced and uniform, vibration and noise are reduced, and mechanical loss brought under the condition of high compression ratio is greatly reduced. And the air inlet channel and the air outlet channel are loose, the air inlet amount can be increased, and a vortex with strong regularity is formed, so that the air-fuel mixing rate is further improved. And the lateral pressure of the piston to the cylinder sleeve is reduced, the mechanical efficiency is favorably improved, the service life of the cylinder sleeve is prolonged, the sealing property of the cylinder is improved, and the structure of the cylinder body is simplified.

Claims

1. A multicylinder conjugate diesel engine with no cylinder cover and double pistons is characterized in that at least four cylinders are arranged in parallel, two pistons (2, 2 ') moving in opposite directions are arranged in each cylinder (1), an inlet valve and an outlet valve are respectively arranged on the two pistons (2, 2 '), a combustion chamber is enclosed by a cylinder sleeve and the two pistons, each piston (2, 2 ') on the same side of two ends of each cylinder is fixedly connected with a transverse connecting rod (10, 10 ') through a piston rod (7, 7 '), two ends of the transverse connecting rod are arranged in a guide rail, and a power output mechanism and a gas distribution mechanism for transmitting the motion of the pistons are arranged.

2. The diesel engine as claimed in claim 1, wherein the piston 2 is composed of a piston housing 3, a piston cylinder 4 and a piston rod 7, an air intake passage is formed at the axial center portion of the piston, and a valve lift pin 5 and a swirl vane 6 are installed in the passage, the piston 2 ' is composed of a piston housing 3 ', a piston cylinder 4 ' and a piston rod 7 ', an air exhaust passage is formed at the axial center portion of the piston, and a valve lift pin 5 ' is installed in the passage.

3. A diesel engine as claimed in claim 2 wherein the pistons of at least four cylinders having inlet passages are arranged on the same side of the cylinder.

4. A diesel engine according to claim 1, characterized in that the power take-off mechanism consists of a transverse connecting rod (10, 10 ') mounted in a guide rail at both ends of the cylinder, a connecting rod (12, 12', 13 ') and at least four secondary crankshafts (14, 14') on both sides of the cylinder.

5. A diesel engine according to claim 4, characterized in that the secondary crankshaft (14, 14 ') is connected to the primary crankshaft (15) by means of vertical connecting rods (17, 17', 18 ', 19'), and that the secondary crankshaft also engages a gear on the primary shaft (16) by means of a gear train, and that the primary shaft (16) is driven in rotation by the secondary crankshaft gear. Power is output from the main crankshaft 15 or the main shaft 16.

6. A diesel engine according to claim 1, characterized in that the valve train consists of timing gears (31, 31 ') and cams (33, 33') mounted on the central shaft 32, as well as sector gears (34, 34 '), crank gears (35, 35'), two crank-slider mechanisms, and pressure levers (37, 37 ') with pressure blocks (36, 36').

7. A diesel engine according to claim 6, characterized in that the sector gear (33, 33 ') engages with a crank gear (34, 34') on which a crank (37, 37 ') of a crank-slider mechanism is fixedly mounted, that the slider (40, 40') of the crank-slider mechanism is provided with a valve tip (41, 41 '), that the timing gear (30, 30') engages with a timing gear (31, 31 ') on the secondary crankshaft, and that one end of the pressure lever (37, 37') abuts against the cam.

8. A diesel engine according to claim 7, characterized in that the timing gear (31, 31 ') on the central shaft 32 has twice the number of teeth as the timing gear (30, 30 ') of the secondary crankshaft (14, 14 '), and the sector gear (34, 34 ') with teeth in the half-circumference is equal to the crank gear (35, 35 ').

9. The diesel engine as set forth in claim 1, wherein the one-layer multiple conjugate diesel engine or the two-layer or two-layer multiple conjugate diesel engine is constituted by at least four cylinder conjugate diesel engines as a unit.