Chain-crankshaft linkage conversion mechanism

Abstract

The invention discloses a chain-crankshaft linkage conversion mechanism. Drive sprockets 3 on transmission shafts 4 in a crankcase 11 mesh with drive chains 2; one ends of the drive chains 2 are connected to crankshaft journals 103, and the other ends of the drive chains are installed on the wheel rims of the drive sprockets 3; a linear guide rail 501 is rotatably connected to a rotating ring 602and the transmission shafts 4 on the two sides of the drive sprockets 3; through a limit rod 6 and rotating flat rods on the two ends; each chain pin 201 of the drive chains 2 and the crankshaft journals 103 are placed on the bottom surface 511 of the linear guide rail of a chain guide rail 5; guiding short columns 206 and guiding long columns 208 on inner connecting plates 202 and outer connecting plates 203 of the drive chains 2 are placed on the top surfaces 504 of guiding flanges 502 on the two sides of the linear guide rail 501; and driving racks 8 meshing with driving gears 7 on the transmission shafts 4 in an additional cylinder body 110 are in hinged joint with a piston 9 in an air cylinder 10 to form an engine unit with multiple air cylinders 10.

Description

technical field [0001] The invention relates to a mechanical device for converting the reciprocating linear motion of the engine piston into the circular motion of the crankshaft, in particular to a chain-crankshaft linkage conversion mechanism to replace the traditional crankshaft (handle)-connecting rod conversion mechanism. Background technique [0002] At present, the piston internal combustion engine generally adopts the crankshaft (crank) connecting rod mechanism to convert linear reciprocating motion and circular motion. The design and manufacture of the crankshaft connecting rod mechanism have been perfected. Its stress state is very complicated, and each component is in a complex three-dimensional stress state. There are still obvious defects in practical applications, which need to be further improved and optimized: [0003] 1. In the existing crankshaft and connecting rod mechanism, the force acting on the crankshaft (handle) along the axis of the connecting rod i...

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Problems solved by technology

[0004] 2. In the crankshaft (handle) connecting rod mechanism, the gas pressure acting on the piston is decomposed into the force along the axis of the connecting rod and the side pressure acting on the cylinder wall perpendicular to the axis of the cylinder, which increases the pressure between the piston and the cylinder. The lateral friction between the walls accelerates the lateral wear of the cylinder wall, which not only reduces the working efficiency of the piston, but also causes "jamming" to prevent the piston from working;

[0005] 3. The unbalanced rotary mass and rotary motion generated by the connecting rod transmission in the crankshaft connecting rod mechanism cause inertial force, which makes the piston, cylinder wall and rotating contact surface produce alternating impact force, which increases the uneven friction and impact between various components , not only affects the output power of the engine, but also causes the engine to generate greater vibration and noise

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