Conversion mechanism of combined rack and combined crankshaft

Abstract

The invention discloses a conversion mechanism of a combined rack and a combined crankshaft. A front main shaft neck and a rear main shaft neck of the combined crankshaft, a transmission shaft and a steering wheel shaft are mounted on the box wall of a crankcase, a steering gear on the steering wheel shaft meshed with a main gear on the transmission shaft drives an auxiliary gear to be alternatelymeshed with a front sector gear ring of the combined crankshaft, an auxiliary gear on the transmission shaft is alternately meshed with a rear sector gear ring of the combined crankshaft, a connecting rod ring at one end part of the combined rack is installed on a connecting rod journal, and a first section rack and a last section rack of the combined rack are alternately meshed with the main gear of the transmission shaft; short guide rails of two guide plates mounted on the transmission shaft are respectively arranged in limiting grooves on the two sides of the combined rack; and limiting flat rods on the two sides of a driving rack meshed with a driving gear on the transmission shaft are respectively installed on the positions, located on the two sides of the driving gear, of the transmission shaft, the part, located between the two limiting flat rods, of a rotating shaft is arranged on the back surface of the driving rack, and each driving rack is hinged to a piston to form an engine group, with only one set of combined crankshaft, of multiple cylinders.

Description

technical field [0001] The invention relates to a mechanical device for converting the reciprocating linear motion of the piston into the circular motion of the crankshaft, in particular to a combined rack-combined crankshaft conversion mechanism to replace the existing crankshaft (handle)-connecting rod conversion mechanism. Background technique [0002] At present, piston internal combustion engines (engines) generally use a crankshaft-connecting rod mechanism to convert the reciprocating linear motion of the piston into circular motion. However, there are still some insurmountable defects in the crankshaft-connecting rod mechanism, which need to be further improved and optimized: [0003] 1. In the traditional crankshaft-connecting-rod mechanism, the gas explosion force acting on the piston in the cylinder can only be transformed into the tangential force of the crank that drives the crankshaft after multiple decompositions. Theoretical analysis and practical application t...

AI Technical Summary

Problems solved by technology

[0002] At present, piston internal combustion engines (engines) generally use a crankshaft-connecting rod mechanism to convert the reciprocating linear motion of the piston into circular motion. However, there are still some insurmountable defects in the crankshaft-connecting rod mechanism, which need to be further improved and optimized:

[0003] 1. In the traditional crankshaft-connecting-rod mechanism, the gas explosion force acting on the piston in the cylinder can only be transformed into the tangential force of the crank that drives the crankshaft after multiple decompositions. Theoretical analysis and practical application tests show that when acting on the piston When the maximum gas explosive force reaches the maximum value, only about 20% of the maximum gas explosive force is decomposed into a tangential force perpendicular to the crank radius, that is, only about one-fifth of the maximum gas explosive force drives the crank and crankshaft to rotate and output torque. Therefore, the efficiency of converting the reciprocating linear motion of the piston into circular motion by the traditional crankshaft-connecting-rod mechanism is very low;

[0004] 2. In the traditional 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, acting on the cylinder wall The side pressure increases the lateral friction between the piston and the cylinder wall, accelerates the lateral wear of the cylinder wall, and will cause "cylinder stuck" so that the piston cannot work and shorten the service life of the cylinder;

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

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