RU2605500C2 - Four-cylinder opposed engine with variable stroke of pistons - Google Patents

Abstract

FIELD: engines.

SUBSTANCE: invention relates to piston ICE. Four-cylinder opposed engine with variable stroke of pistons, in which at inlet and outlet strokes pistons are using entire cylinder volume, including combustion chamber. This allows to improve cylinder filling with combustible mixture and better cylinder cleaning of exhaust gases. This offers increase in engine power and efficiency. For this purpose, primary engine shaft (analogue of crankshaft) changes its position on frame and, accordingly, changes pistons position in cylinders. Engine consists of two units. Unit consists of two cylinders, arranged on demountable crankcase. Pistons in cylinders are permanently connected in pairs by rods, provided with pins and move together. Two units are located on frame so, that all four cylinders axes are located in one line to reduce vibration. On frame between units shafts are located, primary, power take-off, cam and gas-distributing. At ends primary shafts are provided with discs, on which pins are arranged eccentrically. Rods and primary shafts pins are connected by connecting rods and together form eccentric mechanism for conversion of pistons reciprocal motion into shafts rotational movement. Primary shafts ends rest on slides, which move along guides in frame and, respectively, via the piston rods change pistons in cylinders position so, that at inlet and outlet strokes pistons occupy whole volume of cylinders, which improves gas exchange and promotes increase in power and efficiency.

EFFECT: technical result is increase in power and efficiency.

1 cl, 6 dwg

Description

Reducing fuel consumption is an ongoing automotive challenge. At present, the efficiency coefficient - Efficiency - is at the level of 0.23-0.30 for carburetor and 0.28-0.40 for diesel engines. See L. 1. Rogovtsev V. L. and others. The device and operation of vehicles. M .: Transport, 1991, p. 20. The types of ICE energy losses are known. See L. 2. Plekhanov I.P. Car. M .: Education, 1979, p. 24, Fig. 10. And also L. 3. Schmidt A. On what we spend gasoline. At the wheel 11/91, p. 39. L. 4. Golovin L. Shoots. Autoreview No. 3/2009, p. 45. These studies show that energy losses of fuel with exhaust gases range from 18 to 40%. Large losses with exhaust gases are due to the imperfection of the combustion process in the internal combustion engine cylinders. Filling the cylinders with a fresh mixture for high-speed engines is, according to L. 1, p. 18, 0.65-0.75. As part of the fresh charge are 0.06-0.12 exhaust gases, L. 1, p. 18. Improving the filling of the cylinders with a fresh charge helps to improve the combustion process. They try to implement this improvement by changing the intake and exhaust strokes, i.e. change of valve timing. See L. 5. Morozov M. Phases can be controlled. Driving 2/90, p. 19. Known methods for improving the operation of the internal combustion engine by turning off part of the cylinders. See L. 6. Two doors for courage. Autoreview No. 22/2011, p. 13. This contributes to a better filling of the remaining cylinders. A known method of increasing efficiency through the use of energy of exhaust gases. See L. 7. Five measures. Autoreview No. 17/2009, p. 13. But this seriously complicates the design. The Atkinson and Miller gas distribution cycles are known, see L. 8. Arutin V. Long inlet. Autoreview, No. 10, 2009, p. 71. With these cycles, a better filling of the cylinders is achieved, but not in the entire rev range. Changing the duration of the intake and exhaust strokes at different speed numbers increases the liter capacity while maintaining losses, which leads to an increase in efficiency.

The quality of the fuel limits the compression ratio in the ICE cylinders and, accordingly, the volume of the combustion chamber. The compression ratio limits the volume of the combustion chamber during compression and stroke strokes. But with the exhaust stroke, the volume of the combustion chamber does not limit the operation of the internal combustion engine. You can enter the piston into the combustion chamber almost to the contact with the cylinder head, i.e. use the full volume of the cylinder, leaving the volume of the combustion chamber close to zero, or else ZERO RELEASE. This will improve cylinder purge. The valve overlap period can be reduced or completely eliminated. This will reduce the loss of the combustible mixture and increase the efficiency. Accordingly, filling the cylinder with fresh combustible mixture can begin when the space above the piston is close to zero - ZERO INLET. The piston will work in the full volume of the cylinder, and not within the working volume. Accordingly, filling will be improved by reducing exhaust gas in the combustible mixture and a longer piston stroke at the inlet. This will give an increase in power.

The design of patent RU 2539609, which is adopted as a prototype, is already known. In this design, it is not possible to change the piston stroke by changing the position of the input shaft, but it is possible to improve this design so that it is possible to change the piston stroke at the inlet and outlet by changing the position of the input shaft, because when this engine is running, there is a part of the duty cycle in which the load on the input shaft is relatively small.

In FIG. 1 shows a diagram of a four-cylinder boxer engine. Cylinders are designated 1, pistons 2. Two cylinders are opposite located on collapsible crankcase 7 and form a block. Two blocks are placed on the frame 10 opposite so that the axis of the cylinders are on the same line. The opposite arrangement of blocks allows you to mutually compensate for vibration. Each block is connected to its shafts. Accordingly, see FIG. 3 - 11, 16, 17 and 26, 35, 46. See FIG. 1. The frame is equipped with latches 39. See FIG. 4. The pistons in the cylinders are connected by rods 3. The rods are provided with fingers 8. The ends of the fingers are supported by sliders 9. The sliders move along the guides 27 mounted on the crankcase. Primary shafts 11 and 35 are placed on the frame 10 between the blocks. See FIG. 1, two cam shafts 16 and 26, two power take-off shafts 17 and 46 with flywheels 42, 47, which increase the smoothness of the engine. The gears 21 and 24 are fixedly mounted on the axles 16 and 26, respectively. See FIG. 1, the gears 22 and 23 serve to connect the wheels 21 and 24. In this way, a coordinated - counter or opposite rotation, through the chain drives, of the shafts 11 and 35 is ensured. See FIG. 3. Consistent rotation - counter or opposite - of the shafts 11 and 35 provides the counter or opposite movement of the pistons in the cylinders 1.2 and 3.4, which reduces vibration. The gears 21, 22, 23, 24 must have alignment marks. The engine is made symmetrically about the axis to eliminate bending moments. Therefore, parts of shafts, connecting rods, sliders are symmetrically located on both sides of the axis of the engine. Most of the mechanisms apply to both blocks, and some related to cylinders 1 and 2 are marked separately. The input shaft 11 is provided with disks 14. The fingers 13 are eccentrically placed on the disks. The fingers 8 of the rods and the fingers 13 of the primary shafts are connected by connecting rods 12 and together form an eccentric mechanism for converting the translational movement of the pistons into the rotational movement of the shaft 11. The ends of the primary shaft 11 are supported by sliders 15 (Fig. 4). The sliders 15 can move on rollers 41 along the guides 43. The input shaft 11 (Fig. 4) is connected by a chain 29 to the power take-off shaft 17. The chain 29 (Fig. 4) has some slack, which makes it possible to move the shaft 11. The spring 32 selects the slack and a roller 45. The sliders 15 move along the guides 43 and change the stroke of the pistons within predetermined limits. The stroke of the sliders 15 is transmitted through the connecting rods 12 to the pistons 2. The power take-off shaft 17 (Fig. 3) through the sprocket 31, the chain 33 and the sprocket 34 rotates the shaft 16 (Fig. 3). Cams are located on the camshaft 16 (FIG. 4) 18, 19, 20. A similar set of cams is located on the camshaft 16 on the other side of the motor axis (FIG. 1). The cams control the change in the position of the slider 15 (Fig. 4) and, accordingly, the shaft 11. The rod 38 transmits the change in the position of the shaft 11 in accordance with the profile of the cams. Cam 18 (+) transfers the movement of the shaft 11 towards the 1st cylinder, and cam 19 (-) - in the opposite direction from the middle position of the shaft 11. Position (+) allows the piston of cylinder 1 to use the full volume of the cylinder, and position (-) - the full volume of the 2nd cylinder. T.O. the volume of cylinders at the beginning of the inlet and at the end of the outlet is minimal - zero inlet and zero outlet. The cam 20 (Fig. 4) together with the lever 40 is fixed through the latch 39 thrust 38 in the middle position. The rod 38 is connected at one end to the slider 15 and rests on the rollers 37 at the other. The rollers 36 are connected to the rod 38 with forks 44 (Fig. 4).

In FIG. 2 shows the cycles of operation of the 1st and 2nd cylinders, pressure diagrams in the cylinders and the necessary changes in the piston stroke for better cleaning and a more complete charge of the cylinders. Pressure in cylinders, see L. 2, p. 8, for different strokes: inlet 70-80 kPa, outlet 105-115 kPa, compression 800-1200 kPa, working stroke 3.5-4 MPa. Accordingly, the load on the input shaft varies (Fig. 2). At intake and exhaust strokes, the load is minimal, i.e. where you need to change the position of the pistons. This is shown in diagram 2. With an average cylinder displacement of 300-600 cubic meters. cm and a piston stroke of 60-100 mm, the change in piston stroke during intake and exhaust strokes should be within 5-10 mm. Accordingly, the load on the rollers 36 and cams 18 and 19 changes. In order to reduce or completely eliminate the pressure on the cams and rollers during compression and working strokes, latches 39 are introduced (Fig. 4), which take the load from the connecting rods and transfer it to the frame 10 .

Without clamps, the load would be 5-10 times greater. To reduce friction, the rollers 36 are made with needle bearings. The technology for making mates of the rollers 36 with the cams 18 and 19 is similar to the technology for mating the cam shaft and ICE valves. The latches work under static load and, with appropriate performance, have a long service life.

In FIG. 2 shows the operating area of the cams (+) and (-). The diagram is calibrated in the rotation angles of the input shaft of the 1st and 2nd cylinders. Cam profiles are shown in FIG. 5. For the zero mark, the position of the 1st cylinder at top dead center and the open intake valve is taken.

Cams 18 and 19 have protrusions and recesses. The protrusions correspond to the operating area of the cams in FIG. 2. The recess on the cam 19 corresponds to the protrusion on the cam 18, and the recess on the cam 18 corresponds to the protrusion on the cam 19. The recess on the cam 19 does not interfere with the operation of the cam 18, and the recess on the cam 18 corresponds to the cam 19. The recesses provide the return of the thrust 38 and, respectively , shaft 11 in the middle position for operation with compression and working strokes at which the latches 39 work, and the pistons should not go beyond the top dead center. This is done by the latches 39, and also protect the cam shaft from heavy loads. The operation of the locks is controlled by the cams 20 and levers 40 in accordance with the diagram in FIG. 2.

To ensure synchronized operation of 1, 2 and 3, 4 cylinders, as shown in FIG. 6, the blocks are connected through camshafts 16 and 26 by gears 21, 22, 23 and 24. In FIG. Figure 6 shows how pistons in cylinders should work to compensate for vibrations. To do this, the shafts 16 and 26 must have an opposite or opposite direction of rotation. To do this, there must be an even number of intermediate gears.

The engine can be used for electric vehicles, as a backup ICE, and on buses and trucks.

The technical result is an increase in power and efficiency.

List of drawings

FIG. 1 - four-cylinder boxer engine with variable piston stroke.

FIG. 2 - engine operating cycles and diagrams of changes in pressure in the cylinders and piston stroke.

FIG. 3 is a kinematic diagram of piston stroke changing devices.

FIG. 4 - mechanism for changing the stroke of the pistons.

FIG. 5 - cam profiles.

FIG. 6 - alternating duty cycles in a four-cylinder boxer engine.

The list of symbols in the drawings

Claims (1)

Four-cylinder boxer engine with variable piston stroke; two cylinders are assembled opposite on a collapsible crankcase and form a block; two blocks are placed on the frame opposite so that the axis of the cylinders are on the same line; pistons in the cylinders of the blocks are located opposite and are connected by rods; stocks are provided with fingers; fingertips rest on sliders located on guides in the crankcase; between the blocks on the frame there are shafts - primary and power take-offs; each block is connected to its shafts; disks with eccentrically placed fingers are placed at the ends of the primary shafts; the fingers of the primary shafts and the fingers of the rods are connected by connecting rods, characterized in that the ends of the primary shafts, each belonging to its own block, are placed on sliders that move along the guides in the frame; two cam shafts are introduced to control the movement, each for its own block, the cams of which control the movement of the sliders through traction with rollers; the frame is equipped with clamps that work in conjunction with rods; power take-off shafts and input shafts of the unit are connected by chains; flywheels are located at the ends of the power take-off shafts; chains between power take-off shafts and primary shafts are equipped with tensioners; power chains and cam shafts are also connected by chains; the cam shafts of the blocks are connected by an intermediate gear.

Images