RU2721963C2 - Ice with lever crank mechanisms and counter-moving pistons - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to design of internal combustion engines (ICE). ICE includes at least one cylinder with two pistons made with possibility of oncoming movement, combustion chamber formed between pistons bottoms, two identical con-rods of piston, two identical lever-crank gears, kinematic connection between cranks, each of pistons is connected to its piston rod, which, in its turn, is connected to lever crank-and-rod mechanism consisting of: lever, crank arm and crank, where lever by its one end is hinged to one end of piston rod, its other end is hinged to ICE base, its crank arm is hinged by its one end to selected lever point, and its other end is hinged to crank, at that cranks of both lever-crank mechanisms are connected to each other through kinematic connection and are made with possibility of rotation around their axes towards each other when pistons pass from TDC to BDC.

EFFECT: disclosed engine with lever crank mechanisms and counter-moving pistons provides higher efficiency.

11 cl, 10 dwg

Description

The scope of the engine is tractors, automobiles, water transport, compressors and other equipment operating through the combustion of hydrocarbon fuels.

The main tasks of engine developers are to create reliable devices with the highest possible efficiency. These tasks are solved in various ways.

The prior art describes various designs of internal combustion engines (hereinafter referred to as ICE) with a crank mechanism (hereinafter referred to as the crankshaft) and with a lever-crank mechanism (hereinafter referred to as the crankshaft), as a variant of the crankshaft.

The 5TDF tank engine with two counter-moving pistons in one common cylinder that are connected to their own crankshafts is known from the prior art (see Appendix 1 and 2 - screenshot from the site: http://naucaitechnika.ru/blog/43984724157/Tankovyiv-dvigatel-5TDF )

This two-stroke ICE has one common cylinder in which two pistons are opposed, each of which is connected to its own crank mechanism, consisting of a connecting rod and crank, where the crankshaft are kinematically connected and work synchronously. The cylinder is made with inlet and purge (exhaust) windows. Also in the internal combustion engine used turbine and air blower.

The disadvantage of the 5TDF two-stroke engine is the insufficiently high efficiency due to the use of the traditional KShM, which converts the energy of the translational motion of the piston into the rotational energy of the crankshaft and the flywheel attached to it.

Known ICE with RKShM (see patent US 5448970), having one cylinder with one piston installed in it, connected to RKShM, which contains a lever, crank connecting rod and crank, in which the end of the crank mounted on the crank connecting rod, when moving the piston from the top dead center (TDC) to the bottom dead center (BDC) rotates an angle greater than when passing from BDC to TDC (see Fig. 3 in the patent description). At the same time, the internal combustion engine declared in this patent has a big drawback - it is very difficult to balance and balance such an RCM, since the balancing weights on the crank will not work as balancing masses, because the axis of movement of the piston and its connecting rod and their center of inertial mass lies far outside the axis of the crank.

US Pat. No. 4,917,066 proposes the design of an internal combustion engine, in which two pistons are driven by a single RCM (see Fig. 2 in the description of US Pat. No. 4,971,066). The use of ICE with one RCM to move two counter-moving pistons proposed in this patent cannot be implemented in practice, since such a kinematic scheme shown requires two cranks located on the same axis but rotating in different planes. Accordingly, the levers moving the pistons will be installed and move in different planes, which, in turn, makes it impossible to move two counter-moving pistons moving on the same axis, or such a kinematic scheme will require the use of additional devices for driving the pistons that have such an ICE design make low-tech and losing all the advantages of such an engine. The technical result of the invention

In the claimed ICE, the advantages of ICE with RCSHM were used and the disadvantages identified in the well-known technical solutions of ICE with RCSHM and in ICE with KShM were eliminated.

The main technical result of the proposed technical solution of the internal combustion engine is to increase the efficiency, the additional one is to ensure the balancing of the inertial masses of the pistons and their connecting rods.

The main technical result of the proposed technical solution of the internal combustion engine is to increase the efficiency, the additional one is to ensure the balancing of the inertial masses of the pistons and their connecting rods.

Increasing the efficiency of the internal combustion engine is achieved by summing the efficiency obtained as a result of:

1. the presence in the ICE of two identical RCMs (L-left and R-right) and kinematic connection 11 between their cranks (6L and 6R), on which their torque is summed;

2. an increase in the inertial forces of each piston 2 and its connecting rod 3 at the BDC as compared with their inertial forces at the TDC (an increase in the inertial forces of the piston 2 and its connecting rod 3 will create more torque on the crank 6);

за счет выбора в РКШМ(ах) соотношений плеч рычагов 4L и 4R между точками крепления к ним шарниров рычажно-шатунно-кривошипных 9L и 9R;3. increasing the speed of movement of the pistons 2L and 2R when moving them from TDC to BDC at the same crank rotation speed, due to the fact that the use of RCM in the design of ICE with the cylinder of the same volume allows you to use a different ratio, limited only by the dimensions of the engine body,

due to the choice in the RCSHM (s) of the ratios of the arms of the levers 4L and 4R between the points of attachment to them of the hinges of the lever-crank-crank 9L and 9R;

(чем ближе это соотношение к единице, тем на меньший угол поворачиваются кривошипы 6L и 6R, при прохождении поршней от ВМТ к НМТ и тем больше скорость движения поршней).4. increasing the speed of movement of the pistons 2L and 2R when moving them from TDC to BDC up to 2 times compared to their speed from BDC to TDC due to the possibility of rotation of cranks 6L and 6R towards each other around their axes 10L and 10R, respectively, and due to the ratio of the lengths of the connecting rod of the crank 5L and 5R and the crank 6L and 6R within

(the closer this ratio is to unity, the 6L and 6R cranks rotate at a smaller angle when the pistons pass from TDC to BDC and the greater the speed of the pistons).

5. reduction of friction forces in each cylinder-piston group (hereinafter referred to as CPG) due to the fact that when moving from BDC to TDC, the speed of pistons 2L and 2R can be 2 times less than when moving from TDC to BDC, which means losses the friction energies in the CPG when moving from BDC to BDC will be 2 times lower than when moving from BDC to BDC,

6. by removing the restrictions on the choice of cylinder diameter / length ratios, which allows you to choose the optimal mode for the combustion of the working gas.

Depending on the proportions chosen between the lengths of the piston rod, crank, lever and crank connecting rod, the ICE designers provide a compromise between the loads on the ICE parts and the ICE efficiency.

Description of the claimed device

In FIG. 1 shows a kinematic diagram of the inventive four-stroke ICE with a minimum distance between the pistons and FIG. 2 shows a kinematic diagram of the inventive four-stroke ICE with a maximum distance between the pistons, where:

1 - cylinder

2L - left piston,

3L - connecting rod of the left piston,

4L - lever left RCSHM,

5L - crank connecting rod of the left crankshaft,

6L - crank left RCSHM,

2R - the right piston,

3R - connecting rod of the right piston,

4R - lever right RCSHM,

5R - crank connecting rod right RCSHM,

6R - crank right RCSHM,

7L - hinge lever-piston left RCSHM

7R - hinge lever-piston right RCSHM

8L - hinge of the lever-housing left RCSHM,

8R - hinge lever-housing right RCSHM,

9L - hinge lever-connecting rod-crank left RCSHM,

9R - hinge lever-crank-crank right RCSHM,

10L - axis of rotation of the crank left RCSHM,

10R - axis of rotation of the crank right RCSHM,

11 - kinematic connection,

13 - exhaust valve

14 - nozzle for fuel injection,

15 - nozzle for water injection,

16 - exhaust manifold,

17 - intake manifold,

18 - turbine

19 - supercharger

20 - exhaust gas or gas mixture

21 - forced air,

22 - inlet valve.

In FIG. 3 shows a kinematic diagram of a push-pull ICE with a minimum distance between the pistons; FIG. 4 shows the kinematic diagram of a two-stroke ICE with a maximum distance between the pistons, where:

1 - cylinder

2L - left piston,

3L - connecting rod of the left piston,

4L - lever left RCSHM,

5L - crank connecting rod of the left crankshaft,

6L - crank left RCSHM,

2R - the right piston,

3R - connecting rod of the right piston,

4R - lever right RCSHM,

5R - connecting rod crank right RCSHM,

6R - crank right RCSHM,

7L - hinge lever-piston left RCSHM,

7R - hinge lever-piston right RCSHM,

8L - hinge of the lever-housing left RCSHM,

8R - hinge lever-housing right RCSHM,

9L - hinge lever-connecting rod-crank left RCSHM,

9R - hinge lever-crank-crank right RCSHM,

10L - axis of rotation of the crank left RCSHM,

10R - axis of rotation of the crank right RCSHM,

11 - kinematic connection,

12L - inlet window left,

12R - inlet window right,

13 - exhaust valve

14 - nozzle for fuel injection,

15 - nozzle for water injection,

16 - exhaust manifold,

17 - intake manifold,

18 - turbine

19 - supercharger

20 - exhaust gas or gas mixture

21 - forced air.

ICE, comprising at least one cylinder 1 with two counter-moving pistons 2 (2L and 2R, respectively) with two identical piston rods 3 (3L and 3R, respectively) with two identical crank mechanisms L - left and R- right. Accordingly, the left PKUIML consists of a lever 4L, a crank connecting rod 5L, a crank 6L, a lever-piston hinge 7L, a lever-arm hinge 8L, a lever-connecting rod-crank 9L, a crank axis of rotation 10L, and a right PKShM R, respectively, from lever 4 , from the connecting rod of the crank 5R, the crank 6R, the lever-piston hinge 7R, the lever-housing hinge 8R, the lever of the lever-connecting rod-crank 9R, the axis of rotation of the crank 10R.

Both cranks (6L and 6R) are interconnected by a kinematic connection 11.

Kinematic connection 11 can be made in the form of: a chain drive with gears, with a gear-belt drive with gears, spur gears, bevel gears.

Pistons (2L, 2R) are arranged to move in cylinder 1, and a combustion chamber is formed between the bottoms of the pistons.

Each of the crankshafts is connected to the connecting rod of its piston. (Left RKShM 2L with a connecting rod of the left piston 3L, and the right RKShM 2R with a connecting rod of the right piston 3R).

Cranks (6L and 6R) are made with the possibility of rotation around their axes (10L and 10R) towards each other while at the same time passing the cylinder from TDC to BDC.

The ratio of the length of the crank connecting rod (5L or 5R) to the length of the crank (6L or 6R) is not less than one, preferably approaching unity, but the condition for rotation of the connecting rods of the cranks 5L or 5R and the cranks 6L or 6R without jamming is ensured.

The length and diameter of the cylinder is limited by the dimensions of the engine body and depend on the ratio of the arm lengths of the levers 4L and 4R between the points of attachment of the hinges of the lever-crank-crank 9L and 9R to them.

We will take for the extreme positions of the pistons (2L and 2R) - their positions in the upper dead center and in the upper cylinder.

When the ratio of the crank rod length (5L or 5R) and the crank length (6L or 6R) is greater than or equal to two, when the pistons (2L and 2R) move from the TDC to the BDC, the cranks (6L and 6R) will rotate towards each other for 180 degrees.

If the ratio of the length of the crank connecting rod (5L or 5R) and the length of the crank (6L or 6R) is from two to one, then when moving the pistons (2L and 2R) from TDC to BDC, the cranks (6L and 6R) will rotate towards each other at an angle from 180 to 90 degrees. The rotation of the cranks (6L and 6R) will reach 90 degrees, with the ratio of the lengths of the crank rods (5L and 5R) and the crank (6L and 6R) close to unity.

To ensure rotation of the connecting rods of cranks 5L or 5R and cranks 6L or 6R without jamming, the length of the crank rod (5L or 5R) should be greater than the length of the crank (6L or 6R).

This technical solution can be used in both two-stroke and four-stroke engines.

Both in the two-stroke (see Fig. 3 and Fig. 4) and in the four-stroke ICE (see Fig. 1 and Fig. 2) additionally can be installed: turbine 18 and supercharger 19, while between turbine 18 supercharger 19 and cranks of the right 6R and left 6L RCCM has a kinematic connection 11.

In the four-stroke ICE, the inlet valve 22, the exhaust valve 13, the nozzle for injecting fuel 14, the nozzle for injecting water 15, the exhaust manifold 16 and the intake manifold 17 are installed in the cylinder 1.

In a two-stroke internal combustion engine, cylinder 1 is made with inlet ports 12L and 12R and at least one exhaust valve 13. Exhaust manifold 16 and intake manifold 17 are also installed on cylinder 1.

The combustion chamber of both a two-stroke and four-stroke ICE has at least one nozzle for injecting fuel 14, and in the exhaust manifold 16 there is at least one nozzle for injecting water 15.

In FIG. 5 and FIG. 6 - image of the kinematic diagram of one of the symmetric parts of the internal combustion engine with counter-moving pistons, which shows the crank (6L or 6R) turning through an angle of 180 degrees, when moving the piston (2L or 2R) from TDC to BDC with a ratio of crank rod lengths (5L or 5R) and a crank (6L and 6R) close to 2.

In FIG. 7, FIG. 8, FIG. 9 is a depiction of the kinematic diagram of one of the symmetric parts of the internal combustion engine with counter-moving pistons, which shows the crank (6L or 6R) turning through an angle of 180 degrees when moving the piston (2L or 2R) from TDC to BDC with a ratio of crank rod lengths (5L or 5R ) and crank (6L and 6R) close to 2.

Where in FIG. 7 shows that the piston 2 does not move when the crank 6 is rotated by an angle of approximately 60 degrees.

Where in FIG. 8 shows that the piston 2 moves from TDC to BDC when the crank 6 is rotated by an angle of approximately 90 degrees.

Where in FIG. 9 shows that the piston 2 does not move when the crank 6 is rotated by an angle of approximately 30 degrees.

In FIG. 10 - image of the kinematic diagram of one of the symmetric parts of the internal combustion engine with counter-moving pistons, which shows the rotation of the crank 6L or 6R through an angle of ~ 180 degrees, when moving the piston (2L and 2R) from the BDC to the TDC with the ratio of the length of the crank rods (5L and 5R ) and cranks (6L and 6R) close to 1.

DESCRIPTION OF WORK

The four-stroke ICE (see Fig. 1 and Fig. 2) works as follows 1. Work cycle - combustion and expansion of the working charge

Both valves 12 and 13 are closed, both pistons 2L and 2R are in TDC (see Fig. 1), fuel is injected into the compressed and heated air in the previous compression stroke through nozzle 14, which ignites and burns with an unchanged volume of the combustion chamber (in the adiabatic mode), since the pistons in the TDC make a stop, the duration of which depends on the ratios of the parts of the crankshaft and the crankshaft speed 6L and 6R.

In the combustion chamber formed by the walls of the cylinder 1 and the bottoms of the pistons 2L and 2R, a working gas pressure is created that presses on these pistons, which, in turn, is transmitted through the connecting rods 3L and 3R to the levers RCSHM 4L and 4R, which, in turn, transmit working gas pressure through cranks 5L and 5R on cranks 6L and 6R themselves, stretching cranks 5L and 5R cranks and creating a torque on cranks 6L and 6R. When the piston 2 is in the TDC, the lever-connecting-rod-crank joint 9 is as close as possible to the axis 10, and the projections of the crank 6 and the crank rod 5 coincide.

When moving piston 2 from TDC to BDC and finding piston 2 in BDC (see Fig. 2), the projections of the crank rod 5 and crank 6 are elongated along one straight line, and the hinge lever-connecting rod-crank 9 is maximally distant from the axis 10.

In this stroke, the 2L and 2R pistons can move from TDC to BDC for turning cranks 6 through an angle of 90 to 180 degrees (depending on the proportions of parts of the crankshafts (see Fig. 8, turn 90 degrees, in Fig. 5, turn 180 degrees).

2. The cycle of displacement of the spent charge

After the pistons 2L and 2R take up the BDC position (see Fig. 2), the exhaust valve 13 opens, and the pistons 2L and 2R under the influence of inertia of the flywheels (flywheels not shown) on the cranks 6L and 6R move to the TDC (See Fig. . 1), displacing the expanded and exhaust working gas 20 from the working cylinder 1 into the exhaust manifold 16.

Through the nozzle for the injection of water 15, heated water is injected into the exhaust gas 20 having a high temperature.

The working gas is mixed with particles of water, evaporating it and forming a vapor-gas mixture, which is supplied to the turbine 18 and rotates it.

The turbine 18 rotates the supercharger 19, which, in turn, creates excess pressure of a fresh charge of air 21 in the intake manifold 17. The supercharger 19 can also be driven by cranks 6L and 6R due to the kinematic connection 11 between them.

3. The cycle of filling the cylinder with a fresh charge

After the pistons 2L and 2R occupy TDC (see Fig. 1) and displace all spent charge, the exhaust valve 13 is closed and the inlet valve 12 opens.

Under the influence of the inertia of the flywheels (flywheels not shown) standing on the cranks 6L and 6R, the pistons 2L and 2R move to the BDC (see Fig. 2).

A charge of fresh air 21 enters the cylinder 1 from the supercharger 19 under excessive pressure.

4. The compression cycle of the fresh charge

After the pistons 2L and 2R occupy the BDC (see Fig. 2) and the cylinder 1 is filled with a fresh charge 21, the inlet valve 12 closes and under the influence of inertia of the flywheels (flywheels not shown) standing on the cranks 6L and 6R, the pistons 2L and 2R move to TDC (see FIG. 1), compressing a fresh charge (see FIG. 6 or FIG. 10). Then the cycle is repeated, see p. 1 Tact working.

A two-stroke ICE (see Fig. 3 and Fig. 4) works as follows:

1st Beat. Worker cycle - combustion and expansion of the working charge

The exhaust valve 13 is closed, both pistons 2L and 2R are located at TDC (see Fig. 3). Fuel is injected into the compressed and heated air in the previous compression stroke through the nozzle 14. The fuel is ignited by the high temperature of the compressed air and burns in adiabatic mode with an unchanged volume of the combustion chamber. In the combustion chamber formed by the walls of the cylinder 1 and the bottoms of the pistons 2L and 2R, a high working gas pressure is created, which presses on these pistons 2L and 2R, which in turn, through their connecting rods 3L and 3R, transfer the gas pressure to the levers of the crankshaft 4L and 4R. Those, in turn, transmit the working gas pressure force through the connecting rods of cranks 5L and 5R to the cranks 6L and 6R themselves, stretching the connecting rods 5L and 5R and creating torque on the cranks 6L and 6R. In this stroke, the 2L and 2R pistons can move from TDC to BDC depending on the ratio of the lengths of the crank connecting rod and the crank itself to the angle of rotation of the cranks from 90 to 180 degrees (see in Fig. 8 the rotation is 90 degrees, and in Fig. 5 rotation - 180 degrees).

2nd cycle. Blowing cycle, filling the combustion chamber with a fresh charge and compressing the pistons

At the end of the expansion cycle of the working gas and the approach of the pistons 2L and 2R to the BDC (see Fig. 4) (before opening the inlet windows), the exhaust valve 13 opens. The working charge that does not expand to the end under the remaining pressure enters the exhaust manifold 16, where it is mixed with water vapor injected through the nozzle 15. In this case, a vapor-gas mixture 20 is obtained, which, expanding, enters the turbine 18 and rotates it. The turbine 18, in turn, rotates the supercharger 19, which through the intake manifolds 17 pressurizes a fresh charge 21 to the intake ports 12L and 12R. After the pistons 2L and 2R open the inlet windows 12L and 12R, a fresh charge 21 will displace the exhaust gases remaining in the cylinder 1 into the exhaust manifold 16. After that, the exhaust valve 13 is closed, the inlet windows 12L and 12R will fully open and the working cylinder 1 will fill in fresh the charge having the pressure created by the supercharger 19. Further, under the influence of inertia of the flywheels (flywheels not shown) standing on the cranks 6L and 6R, the pistons 2L and 2R are moved to the TDC (see Fig. 3), compressing the fresh charge (see Fig. 6 or Fig. 10). Then the cycle repeats (see p. 1 - 1st cycle).

In this ICE, the supercharger 19 can be driven from the cranks 6L and 6R using a kinematic connection 11 between them.

Evidence of an increase in the efficiency of the declared ICE with the use of CWSM will be a two-fold increase in speed in the duty cycle from TDC to BDC compared to its speed in the range from BDC to TDC, which gives a 4-fold increase in piston acceleration at TDC and BDC, as the acceleration of the piston has a quadratic dependence on its speed, respectively, the inertia of the piston, which creates the torque on the crank 5, will be up to 4 times higher.

See the following formulas: Speed and acceleration of the piston:

Inertia forces: F = ma

Where:

m is the mass of the piston,

a is the acceleration of the piston,

v is the piston speed,

s is the distance traveled by the piston,

t is the time during which the piston passes the distance s.

Thus, we get an increase in torque on crankshafts of RCSHM up to 4 times more than on cranks of an ICE - 5TDF taken as an analog and, accordingly, we can get the required total power of the claimed engine at rated speeds two times lower than that taken for the analogue of ICE, then the number of working cycles in the claimed ICE will be half as much. Thus, we get the same engine power as in the internal combustion engine taken as an analog, but when burning the amount of fuel in the inventive internal combustion engine two times less than in the analog. Accordingly, we obtain the efficiency twice as high as in the internal combustion engine, taken as an analog.

Claims (11)

1. An internal combustion engine (ICE), comprising at least one cylinder with two pistons, made with the possibility of oncoming movement, where a combustion chamber is formed between the bottoms of the pistons, two identical piston rods, two identical lever-crank mechanisms, kinematic the connection between the cranks, where each of the pistons is connected to its piston connecting rod, which, in turn, is connected to a lever-crank mechanism consisting of: a lever, a crank connecting rod and a crank, where the lever is pivotally attached to one end of the connecting rod piston, with its other end pivotally attached to the base of the ICE, the crank connecting rod with one end pivotally attached to a selected point of the lever, and the other end pivotally attached to the crank, while the cranks of both lever-crank mechanisms are connected to each other through a kinematic connection and are made with the possibility of rotation around its axes towards each other during the passage of pores cores from TDC to BDC with the ratio of the length of the crank connecting rod and crank from 2 ÷ to> 1: 1. 2. ICE according to claim 1, characterized in that the length and diameter of the cylinder are limited by the dimensions of the ICE body and depend on the ratio of the arm lengths of the levers between the points of attachment of the lever-crank-crank joints to them. 3. ICE according to claim 1, characterized in that the combustion chamber has at least one nozzle for fuel injection. 4. ICE according to claim 1, characterized in that the exhaust manifold has at least one nozzle for water injection. 5. ICE according to claim 1, characterized in that in the two-stroke ICE the cylinder is made with inlet windows and at least one exhaust valve. 6. ICE according to claim 1, characterized in that a turbine and a supercharger are installed, which are additionally connected to a kinematic connection. 7. ICE according to claim 1, characterized in that the four-stroke ICE has an exhaust manifold and an intake manifold. 8. ICE according to claim 1, characterized in that the push-pull ICE has an exhaust manifold and an intake manifold. 9. ICE according to claim 1, characterized in that the kinematic scheme is a chain transmission with gears. 10. ICE according to claim 1, characterized in that the kinematic scheme is a belt-gear transmission with gears. 11. ICE according to claim 1, characterized in that the kinematic scheme is a transmission in the form of gears.

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