CN203488654U

CN203488654U - Internal combustion engine booster with compression rod

Info

Publication number: CN203488654U
Application number: CN201320040028.9U
Authority: CN
Inventors: 陈云桥; 姜华
Original assignee: Individual
Current assignee: Individual
Priority date: 2013-01-25
Filing date: 2013-01-25
Publication date: 2014-03-19
Anticipated expiration: 2023-01-25

Abstract

The utility model provides an internal combustion engine booster with a compression rod. The internal combustion engine booster is provided with a booster transmission mechanism. The booster transmission mechanism comprises a connecting rod (5), a pulling rod (6) and the compression rod (7). The middle part of the pulling rod (6) is hinged through a pulling rod hinge pin (11), one end of the pulling rod (6) is hinged with a crankshaft small shaft (15), and the other end of the pulling rod (6) is fixedly hinged with the wall of a crankshaft box through a pulling rod location pin (9). The connecting rod (5) is hinged with the pulling rod (6), and the lower end of the connecting rod (5) is provided with a connecting rod lifting pin (13). The compression rod (7) is arranged above the pulling rod (6), one end of the compression rod (7) is fixedly hinged with the wall of the crankshaft box above the pulling rod location pin (9) by utilizing a compression rod location pin (8), and the other end of the compression rod (7) is floated and always keeps in contact with the crankshaft small shaft (15) under the effect of gravity. In the whole working cycle of the internal combustion engine booster, the rotary torque remains in the best condition, the machinery loss is reduced, the efficiency of the internal combustion engine is improved, the operation is stable, and the service lifetime is substantially prolonged; in addition, small change is made on a conventional structure, the machining is easy, and the cost is saved.

Description

Internal combustion engine booster with compression rod

Technical Field

The utility model relates to a power device, more specifically say exactly is a boosting mechanism of internal-combustion engine that the heat energy that produces the fuel burning turns into mechanical energy.

Background

It is known that a crankshaft connecting rod is a main part of an internal combustion engine which is generally used at present, and the working principle of the internal combustion engine is that the reciprocating motion of a cylinder piston is converted into the rotating motion of a crankshaft by using the connecting rod connected with the cylinder piston and a crankshaft crank neck, and then the crankshaft transmits power to do work.

The internal combustion engine has wide application range and is the traditional power of modern vehicles such as automobiles, ships and the like, but the internal combustion engine adopts a crankshaft to transmit power, and the defects of the internal combustion engine are continuously revealed in use.

The pistons of existing internal combustion engines are connected to the corresponding crankpins by a connecting rod. The piston does reciprocating linear motion in the cylinder, is connected with the crankshaft through the connecting rod, and the linear motion of the piston is converted into circular motion which does work outwards through the interaction of the piston and the crankshaft. The disadvantage is that the direction of the interaction force between the piston and the crankshaft always changes with the rotation of the crankshaft, the optimal torque cannot be maintained, mechanical energy is wasted, mechanical loss is increased, consumed work is large, efficiency is low, and waste of fuel is also remarkable.

The force of the connecting rod of the four-stroke cylinder piston on the crankshaft is limited by the change of the acting angle, so that the crankshaft does not rotate smoothly.

The energy conversion of the existing internal combustion engine is that the resultant force of the sum of the expansion pressure of gas in a cylinder and the reciprocating inertia force of a piston group is transmitted to a crank through a connecting rod, and torque obtained on the crank in a tangential direction is output by a crankshaft. The tangential force value is changed by changing the included angle between the connecting rod and the vertical direction, when the expansion pressure of the gas in the cylinder reaches the highest value, the included angle between the connecting rod and the vertical direction is 0 degree at the moment, and the tangential acting force is also 0, so that the existing crank-connecting rod mechanism of the internal combustion engine can not work in all compression strokes, and the energy conversion efficiency is not high.

Disclosure of Invention

The utility model aims to solve the technical problem that a mechanical efficiency is high, solve because the structure between current internal-combustion engine and bent axle and the piston, the power of the compression stroke of can not make full use of causes the extravagant problem with mechanical loss of mechanical energy.

In order to solve the above technical problem, the technical solution adopted by the internal combustion engine of the present invention is as follows:

the booster with compression rod for internal combustion engine includes cylinder piston mechanism, crank-link mechanism and booster transmission mechanism; the force-increasing transmission mechanism is composed of a connecting rod 5, a pull rod 6 and a compression rod 7, wherein the pull rod 6 is composed of two parts, and the middle part of the pull rod is hinged by a pull rod pin shaft 11; one end of the pull rod 6 is hinged with the crankshaft small shaft 15, and the other end of the pull rod is hinged and fixed on the wall of the crankshaft box by a pull rod positioning pin 9;

the connecting rod 5 is hinged with the pull rod 6 through a connecting rod pin shaft 12, the hinged part of the connecting rod is positioned between a crankshaft small shaft 15 and a pull rod pin shaft 11 and is close to the crankshaft small shaft 15, and a connecting rod top pin 13 is arranged below the connecting rod 5;

the compression rod 7 is arranged above the pull rod 6, one end of the compression rod is hinged and fixed on the wall of the crankshaft box above the pull rod positioning pin 9 through the compression rod positioning pin 8, the other end of the compression rod is suspended and always kept in contact with the crankshaft small shaft 15 under the action of gravity, and when the compression rod moves upwards, the connecting rod ejector pin 13 is pushed to enable the connecting rod 5 to move upwards.

The connecting rod and the crankshaft small shaft 15 are connected in a hinged mode, and a bearing bush is used as a lining in a hinged hole. The compression rod positioning pin 8 and the pull rod positioning pin 9 are fixed on the wall of the crankcase and are positioned at an enlarged part on one side of the crankcase, wherein the compression rod positioning pin 8 is positioned above the pull rod positioning pin 9.

The pull rod (6) swings in the range of 60 degrees up and down in the horizontal direction, and the included angle between the connecting rod (5) and the pull rod (6) changes between 0 degree and 60 degrees.

The pull rod 6 is composed of two parts, the connecting parts of the two parts are a single pull rod pin hole 16 and a double pull rod pin hole 17 respectively, when in connection, the single pull rod pin hole 16 is inserted into the double pull rod pin holes 17, and the pull rod pin shaft 11 is driven in to increase the side pulling force.

The utility model has the advantages of it is following:

the interaction between the piston and the crankshaft is improved, the rotating moment is kept in the optimal state in the whole working cycle, the mechanical loss is reduced, and the combustion efficiency and the mechanical efficiency of the conventional internal combustion engine are improved by more than 20%;

the mechanical operation stability is high, the operation is stable, and the service life is greatly prolonged;

compact structure, and is suitable for various multi-cylinder diesel and gasoline internal combustion engines and air compressors.

Little change to the traditional structure, easy processing and cost saving

Drawings

FIG. 1 shows the end of the intake stroke with the piston at bottom dead center;

FIG. 2 shows the compression stroke with the piston in an upward stroke between the cylinders;

FIG. 3 shows the end of the compression stroke with the piston at top dead center and entering the combustion stroke;

FIG. 4 shows a combustion stroke condition with the piston in a down position between the cylinders;

fig. 5 is an exploded view of the pull rod.

In the drawings

1-intake valve 10 cylinder

2 exhaust valve 11 pull rod pin shaft

3 spark plug 12 connecting rod pin shaft

4 piston 13 connecting rod ejector pin

5 link 14 compression rod sliding surface

6 pull rod 15 crankshaft small shaft

7 compression rod 16 pull rod single pin hole

8 compression rod positioning pin 17 pull rod double pin hole

9 draw bar locating pin

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail with reference to specific embodiments below.

Fig. 1-4 illustrate the structure and working principle of the present invention, and as shown in the figure, the present internal combustion engine is a piston type internal combustion engine, and most of the structure is the same as the structure of the traditional internal combustion engine, including: the intake valve 1, the exhaust valve 2 and the spark plug 3 form an intake and exhaust ignition system; the cylinder 10 and the piston 4 form a cylinder-piston system, and the booster transmission mechanism and the crankshaft 16 form a crank-connecting rod mechanism to complete power conversion of the up-and-down linear motion of the piston and the rotary motion of the crankshaft 16. The utility model discloses a characteristics lie in replacing original single connecting rod with one set of reinforcement transfer mechanism, according to the needs of reinforcement transfer mechanism structure and work simultaneously, increase in current crankcase one side, see from the cross-section, form a rectangle, increased the space that this side of crankcase.

The force-increasing transmission mechanism consists of a connecting rod 5, a pull rod 6 and a compression rod 7, wherein the pull rod 6 consists of two parts, and the middle part of the pull rod is hinged by a pull rod pin shaft 11; one end of the pull rod 6 is hinged with a crankshaft small shaft 15, the traditional connecting mode of a connecting rod and a crankshaft journal is adopted, a bearing bush is adopted in a hinged hole as a lining, and the other end of the pull rod is hinged and fixed on the enlarged wall of the crankshaft box by a pull rod positioning pin 9.

The connecting rod 5 is hinged with the pull rod 6 through a connecting rod pin shaft 12, the hinged parts of the connecting rod 5 are positioned on a crankshaft small shaft 15 and a pull rod pin shaft 11, a connecting rod top pin 13 is arranged at a proper position below the connecting rod 5 and close to the crankshaft small shaft 15.

The compression rod 7 is arranged above the pull rod 6, one end of the compression rod is hinged and fixed on the wall of the crankshaft box above the pull rod positioning pin 9 through the compression rod positioning pin 8, the other end of the compression rod is suspended and always kept in contact with the crankshaft small shaft 15 under the action of gravity, and the contact surface of the compression rod 7 and the crankshaft small shaft 15 is a compression rod sliding surface 14 which has good wear resistance and low friction coefficient. The compression rod 7 pushes the connecting rod top pin 13 to enable the connecting rod 5 to move upwards when moving upwards under the action of the crankshaft small shaft 15.

Fig. 1 shows the end of the intake stroke, at which the piston 4 is at bottom dead center, and during the intake process the intake valve 1 is always open. At this time, the crankshaft 16 continues to rotate due to the rotational inertia thereof, and the rod 6 of the booster transmission mechanism is driven to go beyond the bottom dead center and start moving upward. Because the compression rod 7 is always in contact with the crankshaft small shaft 15 and moves upwards under the action of the crankshaft, the connecting rod 5 is further pushed to move upwards through the connecting rod ejector pin 3, and the piston 4 compresses combustible gas.

FIG. 2 shows the compression stroke with the piston in an upward stroke between the cylinders; driven by the crankshaft small shaft 15, the compression rod 7 continues to move upwards, the pull rod 5 moves upwards, the piston 4 is pushed to continue compressing the combustible gas, meanwhile, one end of the pull rod 6 hinged with the crankshaft small shaft 15 is pushed to rotate around the crankshaft journal, and the other end swings up and down under the action of the pull rod pin shaft 11; at this time, the intake valve 1 and the exhaust valve 2 are both in a closed state, and the piston 4 moves upward to compress the combustible gas, completing the compression stroke.

Figure 3 shows the end of the compression stroke with the piston at top dead centre, the gas being compressed to its maximum, the spark plug 3 igniting and the combustible gas burning pushing the piston 4 downwards. At this time, since the lower end hinge point of the connecting rod 5 is located at the middle of the pull rod 6 close to the crankshaft small shaft 15, causing it to deviate from the vertical direction by an angle, the acting force of the connecting rod 5 is transmitted to the journal of the crankshaft small shaft 15 through the pull rod 6, and the pushing force generates a horizontal component force which drives the crankshaft small shaft 15 to rotate.

Fig. 4 shows the combustion stroke state with the piston in a down stroke state between the cylinders. At this point, the pushing force transmitted by the pull rod 6 to the crankshaft minor axis 15 generates a vertical downward component that continues to drive the crankshaft minor axis 15 to rotate.

Fig. 5 is an exploded view of the pull rod. As shown in the figure, the pull rod 6 is composed of two parts, the connecting parts of the two parts are a single pull rod pin hole 16 and a double pull rod pin hole 17 respectively, when in connection, the single pull rod pin hole 16 is inserted into the double pull rod pin holes 17, and the pull rod pin shaft 11 is driven in; when the pull rod 6 is bent downwards, the included angle between the two structures is reduced, and the side pulling force is increased.

According to the traditional crank-connecting rod mechanism, when the gas compression is maximum, the piston is positioned at the top dead center, the connecting rod is positioned in the vertical direction, and at the moment, the ignition is carried out, and the horizontal component force of the downward thrust of the piston on the crankshaft journal is zero. That is, when the combustion burst force of the combustible gas is maximized, the rotational force applied to the crank journal is zero. Therefore, the ignition timing is usually delayed by a time when the gas is not in the maximum compression state, which inevitably lowers the combustion efficiency.

In the technical scheme, in the whole process from the top dead center to the bottom dead center of the piston 4, the pull rod 6 swings in the range of 60 degrees up and down horizontally, and the included angle between the traction connecting rod 5 and the pull rod 6 changes between 0 degree and 60 degrees. When the piston 4 is positioned at the top dead center, the connecting rod 5 can still generate larger rotating acting force on the crankshaft journal, so that ignition can be realized when the piston reaches the top dead center in the compression process, and combustible gas is combusted to push the piston to move downwards; the additional compression rod 7 can lightly push the piston 4 into a compression state by inertia moment generated by a crankshaft journal to complete a compression stroke and can improve the compression ratio to the maximum extent, and the working characteristic is that the compression rod 7 can only push the piston 4 to an upper dead point and then automatically breaks away from contact with a connecting rod top pin 13 so as to do work circularly again.

As analyzed above, the force-increasing transmission mechanism can generate larger rotating acting force to the crankshaft journal. The technical scheme makes full use of the pressure formed by the combustion of the combustible gas in the whole working stroke and fully converts the pressure into the power for pushing the crankshaft journal to rotate, so that the combustion efficiency is greatly improved, and the engine runs more stably.

The above-mentioned embodiments are intended to illustrate the objects, aspects and advantages of the present invention, and it should be understood that the above-mentioned embodiments are only exemplary embodiments of the present invention, and are not intended to limit the present invention, and any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims

1. The booster with compression rod for internal combustion engine includes cylinder piston mechanism and crank-link mechanism, and features that the crank-link mechanism also includes booster transmission mechanism;

wherein,

the force-increasing transmission mechanism consists of a connecting rod (5), a pull rod (6) and a compression rod (7), wherein the pull rod (6) consists of two parts, and the middle part of the pull rod is hinged by a pull rod pin shaft (11); one end of the pull rod (6) is hinged with the crankshaft small shaft (15), and the other end of the pull rod is hinged and fixed on the wall of the crankshaft box by a pull rod positioning pin (9);

the connecting rod (5) is hinged with the pull rod (6) through a connecting rod pin shaft (12), the hinged part of the connecting rod is positioned between the crankshaft small shaft (15) and the pull rod pin shaft (11) and is close to the crankshaft small shaft (15), and a connecting rod ejector pin (13) is arranged below the connecting rod (5);

the compression rod (7) is arranged above the pull rod (6), one end of the compression rod is hinged and fixed on the wall of the crankshaft box above the pull rod positioning pin (9) through a compression rod positioning pin (8), the other end of the compression rod is suspended and always kept in contact with the crankshaft small shaft (15) under the action of gravity, and when the compression rod moves upwards, the compression rod pushes the connecting rod ejector pin (13) under the action of the crankshaft small shaft (15) to enable the connecting rod (5) to move upwards.

2. An engine force multiplier with compression rod according to claim 1, characterized in that the connecting rod and the crankshaft small shaft (15) are connected by means of an articulated joint, and that bearing bushes are used as linings in the articulated holes.

3. The force multiplier with compression rod for an internal combustion engine according to claim 2, wherein the compression rod positioning pin (8) and the tie rod positioning pin (9) are located on the wall of the crankcase and at an enlarged location on the crankcase side, and wherein the compression rod positioning pin (8) is located above the tie rod positioning pin (9).

4. An internal combustion engine force multiplier with compression rod according to claim 3, characterized in that the pull rod (6) swings in a range of 60 degrees up and down horizontally, and the angle between the connecting rod (5) and the pull rod (6) varies between 0 and 60 degrees.

5. The booster for internal combustion engine with compression bar as claimed in claim 4, wherein the connection points of the two parts constituting the pull bar (6) are a single pull bar pin hole (16) and a double pull bar pin hole (17), respectively, and the single pull bar pin hole (16) is inserted into the double pull bar pin hole (17) and driven into the pull bar pin shaft (11).