KR20000011083A - Inner combustion engine - Google Patents

Abstract

The internal combustion engine comprises one or more pistons 4, each of which is mounted to reciprocate in each cylinder and is elongately linked member pivotally connected to the associated crank 10 at the midpoint of the elongated link member end. It is pivotally connected to one end 11 of the. The other end of the link member 14 is coupled to the first movable mounting member 20 such that relative movement therebetween is coupled only in the longitudinal direction of the rod 18. The first movable mounting member 20 is connected to the second movable mounting member 26 so that only relative movement therebetween can rotate about the axis 21. The second movable mounting member 26 is guided to move linearly with respect to the stationary mounting member 24 in the transverse direction of the rod 18 length and the actuating means 31, 40 are directed to the second movable mounting member 26. And move the second movable mounting member linearly. The mountings 20, 26, 24 and the link member 14 are dimensioned and arranged so that the piston speed decreases near the time when the ignition occurs, thereby facilitating the progress of the initial salt progress through the air / fuel mixture of the cylinder and The period of stay is extended at bottom dead center.

Description

An internal combustion engine

The present invention relates to an internal combustion engine of the reciprocating piston type and to an engine of this type, although not entirely related to the engine of the general type described in EP-A-0591153.

This prior art document states that each piston is at least cycled at a different rate of sinusoidal shape and piston displacement versus time produced in a conventional engine where each piston is connected to each crank of the crankshaft by a respective connecting rod. It describes the engine moved past a portion. While such conventional engines have attempted to match the combustion and piston motion of fuel / air mixtures, the spirit underlying the construction of prior art documents allows combustion to proceed in an optimal manner, and the piston drives combustion and the combustion process. To move in a way that is relevant to the nature and progress.

In more detail, the prior art document shows that the piston moves slower than in a conventional engine at or near the cycle point where the combustion of the fuel / air mixture occurs and then again before reaching the top dead center (TDC) position. It describes an engine that allows it to be accelerated. This results in the characteristics and completion of the combustion process by slowing the progress of the initial salt passing through the fuel / air mixture by moving the piston at substantially the maximum speed at the point where combustion occurs and the compression ratio being changed to the maximum ratio substantially. Based on the idea of slowing down. However, slowing the piston down near the ignition point indicates that the rate of increase in pressure of the fuel / air mixture at the time of initial salt progress is much faster than the rate of increase in pressure of the fuel / air mixture resulting from the initial salt proceeding through the fuel / air mixture. It means substantially less.

Prior art documents also show that the piston reaches maximum acceleration and maximum speed at some point between 0 ° and 40 ° after top dead center instead of 90 ° after top dead center as in conventional engines, and then reaches bottom dead center (BDC). In the second half of the working stroke, the engine moves slower than conventional engines. This reduces the temperature of the exhaust gases, thereby reducing emissions of NO _x and preventing corrosion of the exhaust ports and valves.

Extensive experiments have been carried out on engines constructed in accordance with EP-A-0591153 and these experiments have shown a substantial increase in efficiency and a significant reduction in unburned hydrocarbon CO and NO _X emissions compared to conventional engines. Indeed, these experiments show, for example, that the rate of pressure rise in the cylinder during combustion is about 6.5 bar per rotation of the output shaft as compared to about 2.5 bar of the conventional engine and combustion is compared to about 60 ° of the conventional engine after top dead center. As demonstrated to be completed within about 22 ° rotation of the output shaft, it has been shown that the combustion process in the engine according to the prior art document proceeds in a fundamentally different way than the combustion process in conventional engines.

However, the engine described in the prior art document introduces a cam that is contoured to work with the piston, rather than a conventional crankshaft, which is generally convenient and technically satisfactory, although the mass production facilities of the crankshaft are available. Engines incorporating conventional types of crankshafts may generally be more desirable because techniques for manufacturing crankshaft engines are better known and tried and tested than techniques for manufacturing cam engines.

Accordingly, it is an object of the present invention that the time displacement graph of each piston differs from the intercurve shape of a conventional crankshaft engine, i.e., the sinusoidal shape which appears in a manner similar to that described in EP-A-0591153. It is to provide a reciprocating piston type internal combustion engine that can be modified when included but can include a conventional type of crankshaft.

The present invention relates to an internal combustion engine comprising one or more pistons mounted so as to reciprocate in individual cylinders and pivotally connected to connecting rods connected to the individual cranks of the crankshaft, wherein the connecting rods are elongated link members. One end of the elongate link member is pivotally connected to an associated crank at an intermediate position of the end thereof, and the other end of the elongate link member can pivot about a pivot axis parallel to the axis of the crankshaft. And a rod that is held by mounting to move in a direction parallel to the length thereof.

Therefore, in the internal combustion engine of the present invention, the connecting rod is indirectly connected via one end of the link member pivotally connected to the crank and the connecting rod, rather than being directly rotatably connected to the individual cranks. The other end of the link member is mounted to pivot about the third pivot axis of rotation, and the third pivot axis of rotation can be linearly parallel to and parallel to the other two pivot axes of rotation. The piston motion is thus different from the sinusoidal curve and can be varied by changing the spacing and relative positions of the third axis of rotation of the link member, and generally do not lie in a single plane. However, the position of the pivot axis is such that the piston movement is very similar to the piston movement of the internal combustion engine described in EP-A-0591153, in particular that the piston moves significantly later near the ignition point than in a conventional engine. desirable.

Mounting can take many forms and the relative longitudinal kinematics of the link members can be easily achieved by sliding connections. However, the first movable mounting member includes a first movable mounting member connected to the fixed mounting member such that the mounting can be rotated about the pivot axis about the fixed mounting member, and the first movable mounting member is connected by a connection to allow relative sliding movement in the rod direction. Connected to the rod. The relative sliding of the first movable mounting member and the rod may be provided by a movable mounting member having a hole where the link member is slidably received in the longitudinal direction, or a spit in which the movable mounting member is slidably received in the link member. ) May be provided.

The present invention can be applied to both two-stroke and four-stroke internal combustion engines of spark ignition type and diesel type. However, it is desirable to change the piston motion between the high load condition and the low load condition so that the third pivot axis of the movable mounting member and the link member can be prevented from moving linearly transverse to the length of the link member and The mounting is arranged to move linearly with the second movable mounting member and to operate with the second movable mounting member, the second movable mounting member being guided to move linearly with respect to the stationary mounting member in the transverse direction of the rod length. And a first movable mounting member connected to the second movable mounting member to pivot about the pivot axis about the second movable mounting member. The actuating means may comprise an eccentric peg operating with the opposing hydraulic cylinder or pneumatic cylinder or one or more cams or the second movable mounting member. If a cam is used, it is preferred that there are two identical cams working together with the second movable mounting member, the two cams being coupled to rotate at the same time. That is, the cam is driven by driving the same shaft by the toothed belt meshing with the toothed pulley. The actuating means can be controlled by the engine control system, thereby moving the second movable mounting member and thus the third pivot axis very quickly.

When the engine is a four stroke type, the piston motion is preferably different in the compression stroke and the exhaust stroke, and the suction stroke and the power stroke are different. This can be accomplished in a number of ways and in one preferred embodiment, the actuating means are coupled to the crankshaft so that when the engine is running, the second movable mounting member continues to reciprocate linearly. This reciprocating motion is in phase with the motion of the associated piston so that the piston motion is the same in each compression stroke but different in the exhaust stroke.

Actuating means can be used not only to change the way in which the piston movement deviates from the sinusoidal curve, but also to provide a change in at least some of the strokes, thus the stroke of the piston at or near the ignition point to provide the desired deceleration of the piston at the ignition point. Actuated during the process.

The first movable mounting member pivots about the second movable mounting member about the pivot axis when the pivot axis is in the intermediate position of the linear reciprocating path, and the axis of rotation of the crankshaft extends substantially perpendicular to the axis of the cylinder. It is preferable to lie in the plane to be.

The elongated links and mountings are also preferably dimensioned and arranged such that the connecting rods can pivot about the pivot axis about the elongated link member, which normally draws an elliptical path when the engine is operated, the main axis of the elliptical path. Extends substantially parallel to the cylinder axis.

It has been found that although two parts of the link members pivotally connected to opposite sides of the crank are the same linear, it may be desirable even if the two parts of the link members are slightly inclined to each other from 5 ° to 45 °.

The features and details of the present invention are cited by the accompanying drawings of FIGS. 1 to 4, each showing a very schematic and partial cross-sectional view of a portion of a four multi-cylinder four-stroke engine in which only one cylinder and associated piston and piston connection mechanism are shown. It will be apparent from the following description of the four specific embodiments given as reference examples.

The engine may be more or less than four cylinders, but in all four embodiments the engine has four cylinders and only one cylinder 2 is shown. The piston 4 is mounted reciprocally on the cylinder. The piston is pivotally connected to the connecting rod 6 about the axis 5 in a general manner. The crankshaft 7 extending below the cylinder 2 is shown schematically in FIG. 1 only and is not shown in FIGS. 2 and 3 for clarity and is mounted so as to be able to rotate about an axis 8. The crankshaft drives each crank or crank throw 10 for each piston. However, the connecting rod 6 is not directly connected to the associated crank 10 but instead pivotally connected to one end of each elongated link 14 about the axis 12. The link is also pivotally connected about the axis 6 with the insertion of a dedicated bearing 15 into the associated crank 10 at the midpoint of the link end. The other end 18 of the link 14, which is in the form of a solid or hollow bar, is slidably received in the mounting in the longitudinal direction. This structure varies from embodiment to embodiment.

In the first embodiment shown in FIG. 1, the mounting comprises a movable mounting member 20 composed of a sleeve passing through a diameter hole 22 of the fixed mounting member 24 composed of a hollow tube or sleeve, and movable mounting. The member passes through a hole 23 of another solid second movable mounting member 26 that is generally received and guided by a fixed mounting member 24 and is connected to a crankcase (not shown). Protruding out of the sleeve 20 at the midpoint of its end is two opposing bearing trunnions 25 and two opposing bearing trunnions 25 of the second movable mounting member 26. Each opposing bore 27 formed in the side wall is rotatably received and can slide longitudinally within the stationary mounting member 24 to pivot about the other pivot axis 21, thereby providing a sleeve 20 can pivot or rotate in a limited range about the trunnion with respect to the stationary mounting member 24 and can also move linearly in a longitudinally limited range of the stationary mounting member 24.

The movable mounting member 26 faces the outer zone of the sleeve 20 facing radially. The movable mounting member 26 can be moved longitudinally within the fixed mounting member 24 by applying hydraulic or pneumatic pressure to the posterior surface via ports 28 formed at each end of the fixed mounting member 24. Alternatively, the movable mounting member 21 can be indirectly moved by applying an actuating force to the rear surface by each hydraulic or pneumatic piston.

In use, the pivot shaft 21 is generally held stationary, and because the crankshaft 10 rotates and the piston 4 reciprocates in the cylinder 2, the shaft of the crank 10 ( 16 slides the circular path 29 and the rod 18 slides in and out of the sleeve 20 and locks the back and front of the trunnion 25. The sleeve 20 prevents the rod 18 from moving linearly in the transverse direction of its length. The pivot axis 12 is moved along a somewhat irregular path 30 by the dynamics of the system, as shown in FIG. 1, the path having a somewhat deformed ellipse or a complete ellipse shape. The four specific positions of the pivot shaft during one revolution of the crankshaft are indicated by 12, 12 ', 12' 'and 12' '' respectively, and the corresponding positions of the shaft 5 are 5, 5 'and 5' 'respectively. , 5 '' '. The mechanism generates a position / time graph of pistons that differs from conventional sinusoidal shapes, but the exact way the graph changes depends on the relative positions of the axes 12, 16, 21. It is predetermined to produce the required movement pattern of the piston. That is, one movement pattern of the piston is similar to the piston movement pattern of the engine described in EP-A-0591153.

The movement pattern of the piston can be changed by changing the position of the pivot axis 21. This can be done by moving the movable mounting member 26 thereby moving the sleeve 20 in the longitudinal direction of the stationary mounting member 24. Positioning of the shaft 21 can be carried out at the end of one or more piston strokes during each cycle, ie in the compression and exhaust strokes, to produce different movement patterns. Alternatively, the positioning of the shaft can be carried out so that combustion is optimally suited for different loading conditions. As another alternative, the shaft 21 can be moved in one or more piston strokes to produce a predetermined change in the sinusoidal piston movement pattern. In any case, the sleeve 20 movement by the movable mounting member 26 can be carried out very quickly under the control of an engine control system that has been provided for modern automotive engines.

In the second embodiment shown in FIG. 2, the second end of the link 14 consisting of a bar 18 is hollow for weight saving purposes and passes through a hole in the first movable mounting member 20. The first movable mounting member 20 consists of a ball or cylinder and is slidably held in the cylinder. The first movable mounting member 20 is held in a hole extending through the second movable mounting member 26 because the outer surface of the circular cross section is engaged by the opposing surface provided by the second movable mounting member 26. . The first movable mounting member 20 can thus rotate about the axis 21 with respect to the second movable mounting member 26 and be linearly parallel to its length with respect to the second movable mounting member 26. Can be.

The second movable mounting member 26 has two opposing arcuate ends 30 that engage two identical cams 31 that are 180 degrees apart from each other. The cam 31 is driven by each shaft 32 which drives each toothed pulley 33. The toothed belt 34 passes over the two pulleys 34, which means that the toothed belt and the cam 31 are rotated simultaneously by the same means. One or two shafts 32 are connected to an actuator (not shown) and are controlled by the vehicle engine control system during intermittent or continuous rotation to produce a desired pattern of piston motion as required.

The movable mounting member 26 moves linearly parallel to its length by providing two elongated slots 35 to the movable mounting member, and each guide peg 36 protrudes through the two elongated slots. Peg 36 is connected to the stationary mounting member and is not shown for clarity and is generally connected to or configured as part of the crankcase.

The embodiment shown in FIG. 3 is very similar to that shown in FIG. 2 but in this case one of the shafts 32 drives the other toothed pulley 37 and the crankshaft 37 also drives the toothed pulley 38. And constitutes a pulley in which teeth are formed in a portion of the periphery thereof. The pulleys 37 and 38 are sized such that one rotation of the crankshaft 7 rotates the pulley 37 halfway. This means that the linear reciprocation of the second movable mounting member 26 is in phase with the operating cycle of the engine. Thus the piston motion is the same in each compression stroke but this means that the motion in each exhaust stroke is different. The movable mounting member 26 is shown at the top dead center, the position closest to the piston, the piston is shown at the bottom dead center (BDC), and the piston is in the vicinity for performing the compression stroke. This caused a more pronounced deceleration of the piston near the ignition point, whereby it was found that the piston movement is more closely similar to the piston movement of EP-A-0591153.

The embodiment of Figure 4 is very similar to the embodiment of Figure 3 but in this case the cam drive acting on the reciprocating motion of the first and second movable mounting members 20, 26 is replaced by an electric drive. Thus, the cam 31 is omitted as one of the pulley 33 and the toothed belt 34. The remaining pulley 33 is provided with an eccentric peg 40 which is pivotally provided in a hole 41 of the same diameter formed at one end of the elongate link 42. The other end of the link 42 is provided with a hole and another pivot pin 43 passes through the corresponding hole and the other end of the link at the associated end of the second movable mounting member 26. Thus, the rotation of the crankshaft 7 causes the peg 40 rotation about the axis of the pulley 33, which is a second movable mounting member parallel to its length at an amplitude determined by the eccentricity of the peg 40. 26) generates a reciprocating linear motion.

In all of the embodiments described above the piston movement is very similar to the piston movement of the engine described in EP-A-0591153. The piston thus decelerates substantially near the point where ignition occurs and then accelerates before reaching top dead center. The piston also reaches its maximum acceleration and maximum velocity at any point between 0 and 40 ° after top dead center instead of near 90 ° after top dead center, as in conventional engines, and then in the latter half of the power stroke before reaching bottom dead center. It moves somewhat slower than in the engine. The residence period at the bottom dead center is also extended compared to the conventional engine and the relative timing of the movable mounting member 26 and the piston can be changed in the embodiment of Figs. 3 and 4 which further increases the volumetric efficiency.

Claims (9)

One or more pistons 4 each mounted so as to reciprocate in each cylinder 2 and pivotally connected to a connecting rod 6 connected to each crank 10 of the crankshaft 7. In an internal combustion engine, the connecting rod 6 is pivotally connected to one end 11 of the elongate link member 14, and one end 11 of the elongate link member 14 is in the middle of both ends of the elongate link member. The elongate link member pivotally connected to the associated crank 10 at the point and the other end of the elongate link member constitutes a rod 18 held by mountings 20, 26, 24 such that the elongate link member is crankshaft 7. An internal combustion engine, which can pivot about a pivot axis (21) parallel to the axis (21) of and move in a direction parallel to its length. 2. The mounting of claim 1 wherein the mounting comprises a first movable mounting member (20) connected to the fixed mounting member (24) for rotation about the fixed mounting member (24) about the pivot axis of rotation (21). 1 Movable mounting member (20) is an internal combustion engine, characterized in that connected to the rod (18) by a connection to allow a relative sliding movement in the direction of the rod (18). 2. The mounting of claim 1, wherein the mounting comprises: a second movable mounting member 26, a second movable mounting member 26 guided to move linearly relative to the stationary mounting member 24 in the transverse direction of the rod 18 length. Actuating means (31, 40) arranged to operate together and to linearly move the second movable mounting, wherein the first movable mounting member (20) is second movable about the pivot axis (21) An internal combustion engine, characterized in that it is connected to a second movable mounting member (26) to pivot about the mounting member (26). 4. Internal combustion engine according to claim 3, characterized in that the actuating means comprises at least one cam (31) which works with the second movable mounting member (26). 5. The internal combustion engine according to claim 4, wherein the actuating means comprise two identical cams (31) which are coupled to operatively and simultaneously rotate with the second movable mounting member (26) on opposite sides. 4. An internal combustion engine according to claim 3, wherein the actuating means comprises an eccentric peg (40) that works with the second movable mounting member (26). 7. The actuator according to claim 3, wherein the actuating means 31, 40 are coupled to the crankshaft 4 so that the second movable mounting member 26 is continuously linearly reciprocated when the engine is operated. An internal combustion engine characterized by exercising. 8. The pivot axis of rotation (21) and the axis of rotation (8) of the crankshaft (7) when at the center of the linear path are substantially perpendicular to the axis of the cylinder (2). An internal combustion engine, characterized in that it lies in an extended plane. The connecting rod 6 is connected to an elongate link member 14 so as to pivot about a pivot axis 12. The mountings 20, 26, 24 are dimensioned and arranged such that the pivot axis 12 can draw an elongate elliptic path 30 when the engine is running, the major axis of the elliptic path being substantially parallel to the axis of the cylinder 2. An internal combustion engine, characterized in that extending in parallel.