RU2489585C1 - Engine with rocker mechanism - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: two-stroke internal combustion engine comprises crankshaft, pistons displacing in cylinders and rocker mechanism. Said cylinders have common combustion chamber. One piston displaces in advance phase while another piston displaces in delay phase. One piston is engaged with crankshaft via rocker mechanism. Note here that pistons pass TDCs simultaneously while they displace by cylinder intake and discharge openings with either advance or lag.

EFFECT: higher output per unit weight.

3 dwg

Description

The invention relates to internal combustion engines, in particular to piston internal combustion engines.

A variety of applications of reciprocating internal combustion engines determines the variety of designs, sizes and masses of them [2, p. 9-13].

The closest in technical essence or prototype is a diesel diesel 10D100, in-line, two-stroke, valveless, vertical, with oppositely moving pistons, two crankshafts connected through a vertical gear [1, p.276-2821. Outlet windows open with lower pistons, and inlet windows with upper pistons [1, p. 281, Fig. 165]. The lower crankshaft is 12 degrees ahead of the upper one, which determines the mode of exhaust, direct-purge, recharge of the cylinder with air above atmospheric pressure, as a result, the lower crankshaft develops 70% of engine power [1, p. 281, Fig. 165]. Delay angle ( advance) determines the ratio of the power of the upper and lower shaft, while the power of the retarded is always less than the leading. The upper crankshaft develops 30% of the power, but experiences forces equal to the lower shaft, therefore, has the appropriate weight and dimensions. The disadvantage of this technical solution is the reduction in power per unit mass of the engine due to the upper, retarded piston group.

The objective of the invention is, while maintaining the advantages of the prototype, such as the absence of valves, direct-flow blowing and recharging of the cylinder with air above atmospheric pressure, to increase power per unit mass. The specified technical result is achieved by the fact that the claimed engine is two-stroke, each two of its cylinders have a common combustion chamber, one of them having a piston leading in the phase of movement, and the second with a piston lagging in the phase of movement. A cylinder with a leading piston has outlet windows, and with a delayed piston inlet windows. To create a delay or lead angle between the pistons in the cylinders with a common combustion chamber, one piston is connected to the crankshaft via a rocker mechanism. The positions of the top dead points of the pistons in the cylinders with the common combustion chamber are fully combined. Therefore, the developed specific power of the cylinders with a common combustion chamber is approximately equal. Ego will increase power per unit mass of the engine in relation to the prototype.

A comparable analysis with the prototype allows us to conclude that the inventive ENGINE WITH STAINLESS MECHANISM will have higher power per unit mass of the engine in comparison with the prototype. The author is not aware of such a design of an engine with two cylinders having a common combustion chamber, in which to create a delay or lead angle between the pistons, one piston is connected to the crankshaft via a rocker mechanism. Therefore, the claimed solution meets the criterion of "novelty." Comparison of the proposed solutions with the prototype allowed us to identify signs that distinguish the claimed solution from the prototype, which allows us to conclude that the criterion of "Inventive step".

The essence of the technical solution is confirmed by the drawings (figure 2, figure 3), which shows the design options of the ENGINE WITH STAINLESS MECHANISM.

Figure 2 shows the design of the engine where the cylinder 7 with exhaust windows, leading piston 8 in the position of top dead center, leading piston 9 in position after passing the bottom dead center, link 13, connecting rod 10 connected to the crankshaft or slider, crankshaft 11, a slider 12, a cylinder 17 with inlet windows, a retarded piston 15 at the top dead center position, a link 14 at the bottom dead center of the retarded piston 16, a connecting rod 18 of the retarded piston connected to the coupling 13.

Figure 3 shows another design of the engine with a crankshaft 22 for a cylinder 26 with exhaust ports and an advanced piston 28, for a cylinder 25 with intake ports and a retarded piston 19. To create a lag angle between the pistons in the cylinders with a common combustion chamber 27, the retarded piston 19 the connecting rod 21 is connected with the crankshaft 22 through the wings 23 with the slider 24. The leading piston in the cylinder 26 with the exhaust windows, with the connecting rod 20 has a crank mechanism. The required delay angle [3, p. 78] is provided by the rocker mechanism of the piston in the cylinder 25. The positions of the top dead points of the pistons in the cylinders 25, 26 with the common combustion chamber 27 are fully combined. Consequently, the specific powers developed by these cylinders are approximately equal. Other design options for rocker engines are possible. Two cylinders with a common combustion chamber (FIG. 2, FIG. 3) can work separately or combine into classic engine layout schemes [2. pg. 9-13].

Consequently, the design of the ENGINE WITH A STEERING MECHANISM provides the regime of exhaust, direct-flow purging and recharging of the cylinders with air (mixture) above atmospheric pressure, and makes it possible to equalize the specific power of the cylinders with the pistons that are ahead and lagging in the phase of movement. Consequently, the power per unit mass of the ENGINE WITH STAINLESS MECHANISM is greater than that of the prototype.

To understand the essence of the technical solution proposed by the author, I will give a detailed description of the rocker mechanism. Figure 1 shows the rocker mechanism [4, p. 28, Fig. 24] with the crank 1, the rocker 2, the slider 3, the first extreme position or the upper rocker 4, the second extreme position or the lower rocker 5. When the rocker mechanism moves from the position 4 to position 5, the angle of rotation 6 of the crank 1 is more than 180 degrees. Angle 6 is determined by the aspect ratio of the link mechanism.

Figure 2 shows the design of the engine where the cylinder 7 with exhaust windows, leading piston 8 in the position of top dead center, leading piston 9 in position after passing the bottom dead center, link 13, connecting rod 10 connected to the crankshaft or slider, crankshaft 11, a slider 12, a cylinder 17 with inlet windows, a retarded piston 15 at the top dead center position, a link position 14 at the bottom dead center of the retarded piston 16, a connecting rod rod 18 of the retarded piston. When the retarded piston moves from position 15 to position 16, the angle of rotation of the crankshaft is more than 180 degrees.

Figure 3 presents another design of the engine with a crankshaft 22 for cylinder 26 with exhaust ports and leading piston 28 and for cylinder 25 with intake ports with retarded piston 19. To create a lag angle between pistons in cylinders with a common combustion chamber 27, the retarded piston 19 the connecting rod 21 is connected with the crankshaft 22 through the wings 23 with the slider 24. The leading piston in the cylinder 26 with the outlet windows with the connecting rod 20 has a crank mechanism. The positions of the top dead centers of the pistons in the cylinders 25, 26 with the common combustion chamber 27 are fully combined. When the retarded piston 19 moves from the top dead center to the position of the bottom dead center, the angle of rotation of the crankshaft 22 is more than 180 degrees. Consequently, the delay of the piston 19 in relation to the piston 28 increases to the bottom dead center of the piston 19, and then decreases to the top dead center of the piston 19. This will determine the mode of exhaust, direct-purge, recharge of the cylinder with air above atmospheric pressure. The required delay angle [3, p. 781 is provided by the rocker mechanism of the piston in the cylinder 25. The positions of the top dead points of the pistons in the cylinders 25, 26 with the common combustion chamber 27 are fully combined. Therefore, the specific power developed by these cylinders is approximately equal, which increases the power per unit mass of the inventive engine in relation to the prototype. There are other possible designs of engines with a rocker mechanism. Two cylinders with a common combustion chamber (FIG. 2, FIG. 3) can work separately or combine into classic engine layout schemes [2. pg. 9-13].

Consequently, the power per unit mass of an ENGINE WITH A STEERING MECHANISM is greater than that of the prototype, the range of power of valveless engines with such a mode of exhaust, direct-flow purging and recharging of cylinders with air or a mixture above atmospheric pressure is expanding. What will make the production of an ENGINE WITH A STEERING MECHANISM cost-effective.

Information sources

1. A.E.Simson A.Z. Khomich et al. Internal combustion engines. Diesel diesel engines. Gas turbine units. - M.: Transport, 1980.383 s.

2. A.S. Orlin M.G. Kruglov and others. Internal combustion engines. Design and strength analysis of piston and combined engines. - M.: Mechanical Engineering, 1984. 382 p.

3. A.S. Orlin M.G. Kruglov and others. Internal combustion engines. Theory of piston and combined engines. - M.: Mechanical Engineering, 1983. 374 p.

4. I.I. Artobolevsky. Theory of mechanisms. - M .: Nauka, 1967.719 p.

Claims (1)

The engine with a rocker mechanism is two-stroke, each two cylinders have a common combustion chamber, one cylinder with a piston leading in the phase of movement, and the second with a piston delayed in the phase of movement, characterized in that one piston is connected to the crankshaft via a rocker mechanism, with In this case, the pistons simultaneously pass the top dead center, and the inlet and outlet windows are delayed or advanced.

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