Rack rod ratchet internal combustion engine

Abstract

The present invention relates to a rack rod ratchet internal combustion engine, including a combustion chamber torque output system and a motion control system; the combustion chamber torque output system includes a chassis, at least two main shafts, at least four combustion chambers, and main ratchets corresponding to the number of combustion chambers; the motion control system includes a differential shaft and a controllable ratchet device installed on the differential shaft; the motion control system provides power for the main ratchet to "stall" and not complete the "compression" stroke through the main shaft, the differential shaft and the controllable ratchet device, so that the main ratchet completes the "compression" stroke. The torque arm L output outward by the present invention is always equal to the pitch circle radius of the main gear ring of the main ratchet, so there is no "crankshaft mechanism loss" in the background II and III areas; the piston of the combustion chamber does not have a lateral force on the inner wall of the cylinder liner, avoiding the wear gap caused by the lateral force, and greatly reducing the "leakage loss".

Description

Technical Field

[0001] The invention belongs to the field of internal combustion engines and relates to a rack rod ratchet internal combustion engine. Background Art

[0002] The most widely used engine at present is the piston-connecting rod crankshaft internal combustion engine. The pressure generated by the combustion in the combustion chamber acts on the piston, pushing the piston to make a linear motion in the cylinder, and is transmitted to the crankshaft through the connecting rod, driving the crankshaft to rotate and output torque. The working pressure in the cylinder decreases linearly with the movement of the piston, and its pressure change conforms to the linear function: P = A-kx, see Fig.48 As shown in Figure (a), the torque arm L of the crankshaft changes with the rotation of the crankshaft, that is, the torque arm See Fig.48 (b) in the figure, effective pressure function The oblique line P = A-kx and the curve Plotted on the same axis, we get the crankshaft effective torque principle diagram - Fig.48 Figure (a) in Figure 2, and then draw the crankshaft force arm change diagram together - Fig.48 Figure (b) and piston stroke diagram - Fig.48 Figure (c) shows the crankshaft effective torque principle. Fig.48 In Figure 48 (a), the large triangle area enclosed by the axis, oblique line, and curve is the total energy generated by combustion in the cylinder. The area of ​​region Ⅰ in the figure is the effective torque actually output by the crankshaft, and the areas of regions Ⅱ and Ⅲ are the torque that cannot be output, that is, the "crankshaft mechanism loss". After integral calculation, region Ⅰ only occupies 3 / 4 of the trapezoidal area divided by the exhaust valve opening line Z, and regions Ⅱ and Ⅲ together occupy 1 / 4 of the trapezoidal area. In addition, due to the component force of the crankshaft and the connecting rod, the piston moves up and down under the pressure of the cylinder wall. After a period of work, the inner wall of the cylinder will be worn, and the inner diameter will be worn into an elliptical shape. The piston cannot be effectively sealed and produces "leakage loss"; the area of ​​region Ⅳ is the energy released when the exhaust valve is opened, that is, the "exhaust loss", which is calculated by Fig.48 As can be seen from Figure (a), as the engine load increases, the amplitude A moves upward and the area of ​​region IV increases sharply. The reason is that the stroke of the piston is short, only equal to or slightly larger than the inner diameter of the cylinder, and this stroke is fixed and cannot be changed. As a result, when the engine is under high load, a large amount of energy remains in the cylinder and cannot be burned to do work due to the short stroke. That is, it is released by the opening of the exhaust valve, resulting in "exhaust loss"; when the engine fuel is gasoline, natural gas or oil and gas, the engine needs to save air at low load and produce "pumping loss"; and the engine's intake volume changes with changes in load, while the compression chamber remains fixed, resulting in the compression ratio not being a constant optimal ratio, but a dynamically changing ratio, which in turn causes "dynamic compression ratio loss". Summary of the invention

[0003] In view of the deficiencies in the prior art, the present invention aims to provide a rack rod ratchet internal combustion engine, in which the force arm L of the torque output outward is constantly equal to the pitch circle radius of the main gear ring of the main ratchet wheel, and therefore there is no "crankshaft mechanism loss" in areas II and III in the background; the piston of the combustion chamber does not exert lateral force on the inner wall of the cylinder liner, thereby avoiding wear clearance caused by lateral force and greatly reducing "leakage loss".

[0004] The present invention is achieved through the following technical solutions.

[0005] A rack-bar ratchet internal combustion engine, comprising a combustion chamber torque output system and a motion control system;

[0006] The combustion chamber torque output system includes a chassis, at least two main shafts, at least four combustion chambers, and main ratchets corresponding to the number of combustion chambers. The combustion chamber includes a cylinder sleeve, a piston, a rack rod, and a guide mechanism. The main shafts are named the first main shaft and the second main shaft from right to left, respectively. The first main shaft and the second main shaft are installed on the chassis. The first main shaft and the second main shaft rotate synchronously. A flywheel is provided at one end of the first main shaft and / or the second main shaft. At least two main ratchets are installed on the first main shaft and at least two main ratchets are installed on the second main shaft. At least two combustion chambers are arranged between the first main shaft and the second main shaft, and the rack rods of the combustion chambers are respectively engaged with the two main ratchets located on the main shaft at the same time. At least two combustion chambers are arranged on the other side of the first main shaft or the second main shaft, and the rack rods of the combustion chambers are respectively engaged with one main ratchet located on the main shaft. The guide mechanism is arranged in the movement direction of the rack rod to limit the movement of the rack rod to prevent the rack rod from swinging. The main ratchets located on the same main shaft rotate synchronously. The piston makes a linear reciprocating motion in the cylinder sleeve, and the rack rod is connected to the piston.

[0007] The motion control system includes a differential shaft and a controllable ratchet device installed on the differential shaft. The main shaft is connected to the differential shaft through a transmission mechanism, and the controllable ratchet device is connected to the main ratchet through a transmission mechanism. The motion control system provides power through the main shaft, the differential shaft and the controllable ratchet device for the main ratchet to "stall" and not complete the "compression" stroke, so that the main ratchet can complete the "compression" stroke.

[0008] Preferably, a main gear is disposed at the same end of the first main shaft and the second main shaft, and the two main gears are meshed and rotate synchronously via a transition gear shaft disposed on the chassis.

[0009] Preferably, the combustion chamber torque output system further comprises a coupling pulley, and the main ratchet wheels located on the same main shaft are connected via the coupling pulley and rotate synchronously.

[0010] Preferably, the guide mechanism includes a boss and a clamping roller, the boss is arranged in the length direction of the rack rod, the clamping roller is arranged on the main shaft or the transition shaft, the transition shaft is arranged on one side of the first main shaft or the second main shaft and satisfies that at least two combustion chambers are located between the first main shaft or the second main shaft and the transition shaft.

[0011] Preferably, the wedging directions of the main ratchets are consistent.

[0012] Preferably, the number of teeth of the main ratchet is the same as the number of teeth of the main gear.

[0013] Preferably, the main ratchet comprises a main gear ring and a main core wheel, the main gear ring is provided with a pusher claw, the connecting wheel is provided with a slot, the pusher claw is engaged with the slot, so that the main ratchet wheels located on the same main shaft are connected through the connecting wheel and rotate synchronously.

[0014] Preferably, the rack rod is hinged to the piston.

[0015] Preferably, there are two main shafts; there are four combustion chambers, which are arranged in a matrix on the sides of the two main shafts; or there are five combustion chambers, three of which are arranged on the side of one main shaft, and two of which are arranged on the side of the other main shaft; or there are six combustion chambers, three of which are arranged on the side of the two main shafts respectively; or there are six combustion chambers, two of which are arranged on the side of one main shaft, and four of which are arranged on the side of the other main shaft; or there are seven combustion chambers, two of which are arranged on the side of one main shaft. There are seven combustion chambers, three of which are arranged on the side of one main shaft, and four are arranged on the side of the other main shaft; or there are eight combustion chambers, two of which are arranged on the side of one main shaft, and six are arranged on the side of the other main shaft; or there are eight combustion chambers, three of which are arranged on the side of one main shaft, and five are arranged on the side of the other main shaft; or there are eight combustion chambers, four of which are arranged on the sides of each of the two main shafts.

[0016] Preferably, there are three main shafts; there are five combustion chambers, wherein two combustion chambers are respectively arranged on the sides of two main shafts, and one combustion chamber is arranged on the side of one main shaft; there are six combustion chambers, wherein two combustion chambers are respectively arranged on the sides of three main shafts; or there are six combustion chambers, wherein three combustion chambers are respectively arranged on the sides of one main shaft, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of one main shaft; or there are seven combustion chambers, wherein four combustion chambers are arranged on the side of one main shaft, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of one main shaft; or there are seven combustion chambers, wherein three combustion chambers are respectively arranged on the sides of two main shafts, and one combustion chamber is arranged on the side of one main shaft; or the combustion chambers are There are seven combustion chambers, three of which are arranged on the side of one main shaft, and two combustion chambers are arranged on the side of each of the other two main shafts; or there are eight combustion chambers, five of which are arranged on the side of one main shaft, two of which are arranged on the side of one main shaft, and one of which is arranged on the side of one main shaft; or there are eight combustion chambers, four of which are arranged on the side of one main shaft, three of which are arranged on the side of one main shaft, and one of which is arranged on the side of one main shaft; or there are eight combustion chambers, four of which are arranged on the side of one main shaft, and two of which are arranged on the side of each of the other two main shafts; or there are eight combustion chambers, three of which are arranged on the side of each of two main shafts, and two of which are arranged on the side of the other main shaft.

[0017] Preferably, there are four main shafts; there are six combustion chambers, wherein two combustion chambers are arranged on the sides of two main shafts respectively, and one combustion chamber is arranged on the sides of the other two main shafts respectively; or there are seven combustion chambers, wherein three combustion chambers are arranged on the side of one main shaft, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of the other two main shafts respectively; or there are seven combustion chambers, wherein two combustion chambers are arranged on the sides of three main shafts respectively, and one combustion chamber is arranged on the side of the other main shaft; or there are eight combustion chambers, wherein one main shaft has Four combustion chambers are arranged on the sides, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of each of the other two main shafts; or there are eight combustion chambers, three combustion chambers are arranged on the sides of each of the two main shafts, and one combustion chamber is arranged on the side of each of the other two main shafts; or there are eight combustion chambers, three combustion chambers are arranged on the side of one main shaft, two combustion chambers are arranged on the sides of each of the two main shafts, and one combustion chamber is arranged on the side of the other main shaft; or there are eight combustion chambers, two combustion chambers are arranged on the sides of each of the four main shafts.

[0018] Preferably, the piston is free of the skirt of a conventional piston.

[0019] Preferably, the first main shaft is connected to the first differential gear installed on the first differential shaft through the intermediate gear shaft, transmitting the power of the main shaft to the first differential shaft, and the second main shaft is connected to the second differential gear installed on the second differential shaft through the reduction gear, transmitting the power of the main shaft to the second differential shaft.

[0020] Preferably, the controllable ratchet device comprises a controllable ratchet mechanism, the controllable ratchet mechanism comprises a controllable gear ring and a controllable core wheel, the controllable core wheel is mounted on the differential shaft, and the controllable gear ring is meshed with the main gear ring of the main ratchet through a transition gear.

[0021] Preferably, the controllable ratchet mechanism further comprises a roller limit seat and a wedge-tightening cavity control mechanism, the controllable core wheel comprises a controllable roller and a roller elastic body, the controllable core wheel is provided with a receiving groove at the wedge-tightening cavity position of the controllable roller, and controllable shafts are arranged at both ends of the controllable roller;

[0022] The wedging cavity control mechanism comprises a lever bracket, a roller lever, and a lever lifter, wherein the roller lever is mounted on the lever bracket, one end of the roller lever is located in the receiving groove for establishing a controllable wedging cavity, and the lever lifter is located at the other end of the roller lever to apply a lift force to the roller lever;

[0023] The roller limiting seat is arranged at the front and rear ends of the controllable core wheel, and a waist-shaped hole is arranged on the roller limiting seat. The controllable shaft is clearance-matched with the waist-shaped hole, and the controllable shaft is controlled by the waist-shaped hole to move in the waist-shaped hole. The waist-shaped hole controls the controllable shaft so that the controllable roller is in a "wedge-tightened" position or in a "de-wedged" position;

[0024] When the roller lever is tilted up by force to establish a controllable wedging cavity, and at the same time the waist-shaped hole controls the controllable shaft so that the controllable roller is in a "wedging" position, the controllable roller can play a wedging role.

[0025] Preferably, the lever lifter is a conical disc, and the roller lever is provided with a roller at one end of the conical disc. The roller moves on the conical surface of the inner wall of the conical disc, and an axial thrust is applied to the conical disc, forcing the roller lever to lift and establish a controllable wedging cavity.

[0026] Preferably, the roller limit seat includes a controllable front end cover and a controllable rear end cover, the waist-shaped holes are arranged at symmetrical positions of the controllable front end cover and the controllable rear end cover, the controllable front end cover and the controllable rear end cover are sleeved on the hub of the controllable core wheel and can rotate on the hub, the controllable front end cover and the controllable rear end cover are controlled by a locking mechanism and an unlocking mechanism to rotate relative to the hub of the controllable core wheel, thereby causing the waist-shaped holes to control the position of the controllable roller.

[0027] Preferably, the locking mechanism includes a seat pin, a pin elastomer, and a movable pin. The pin elastomer is arranged between the seat pin and the movable pin and is in a compressed state. The seat pin is fixed in a first arc-shaped long hole opened on the controllable core wheel. Movable pin push rods are arranged at both ends of the movable pin. The movable pin push rods cooperate with thrust holes arranged on the controllable front end cover and the controllable rear end cover. Under the action of the pin elastomer, the movable pin pushes the controllable front end cover and the controllable rear end cover to rotate synchronously in one direction.

[0028] Preferably, the unlocking mechanism includes an arc-tooth top push rod, and the controllable front end cover and the controllable rear end cover are provided with an "eight"-shaped arc-shaped expansion hole cooperating with the arc-tooth top push rod, and the arc-tooth top push rod is pushed to make the arc-tooth top push rod fit with one side of the "eight"-shaped arc-shaped expansion hole, and the arc-tooth top push rod is continued to be pushed to make the side of the arc-tooth top push rod squeeze the side of the "eight"-shaped arc-shaped expansion hole, forcing the controllable front end cover and the controllable rear end cover to act as the movable pin of the compression locking mechanism to compress the pin elastomer and rotate synchronously, and the arc-tooth top push rod passes through the second arc-shaped long hole provided on the controllable core wheel, and the second arc-shaped long hole limits the arc-tooth top push rod to move only in the axial direction.

[0029] Preferably, the controllable ratchet device also includes a ratchet control mechanism, which includes a convex bottom fork, a fork return mechanism, and a ratchet rod mechanism. A pawl is provided at one end of the controllable gear ring, and the fork tip of the convex bottom fork is provided with a slide groove engaged with the pawl, and the slide groove slides on the pawl. The convex bottom fork slides axially relative to the controllable gear ring and rotates with the controllable gear ring. The bottom of the convex bottom fork is provided with a fan-shaped boss with inclined surfaces on both sides. The ratchet rod mechanism includes a sprocket base, a roller ratchet rod, and a ratchet rod return elastic body. The roller ratchet rod is "L"-shaped, and the corner of the "L"-shaped roller ratchet rod is hinged to the sprocket base. The top of the "L"-shaped roller ratchet rod is provided with a roller. The roller rests on the bottom plane of the convex bottom fork; when the convex bottom fork rotates clockwise, when the "L"-shaped roller ratchet rod enters the fan-shaped boss from the left uphill, the "L"-shaped roller ratchet rod is kept in an upright state by the action of its cross bar, so that the "L"-shaped roller ratchet rod pushes the convex bottom fork to move forward, and the fork return mechanism makes the convex bottom fork return to an unpushed state when not affected by the ratchet rod mechanism; when the convex bottom fork rotates counterclockwise, when the "L"-shaped roller ratchet rod enters the fan-shaped boss from the right uphill, the "L"-shaped roller ratchet rod is kept in a pushed-down state by the inclined surface force component of the fan-shaped boss, and does not push the convex bottom fork to move forward, and when the roller passes over the downhill, the ratchet rod return elastic body makes the "L"-shaped roller ratchet rod return to an upright state.

[0030] Preferably, the shift fork restoring mechanism comprises two top dishes arranged opposite to each other and a top dish restoring elastic body arranged between the two top dishes.

[0031] Preferably, the controllable ratchet device also includes a thrust bearing, which is arranged between the convex bottom fork and the lever lifter, so that the convex bottom fork pushes the lever lifter without affecting the relative rotation between the convex bottom fork and the lever lifter.

[0032] Preferably, the controllable ratchet device also includes a secondary thruster, which is arranged between the thrust bearing and the lever lifter. The secondary thruster includes a thrust core, a thrust cylinder, a thrust elastomer, and a cylinder bottom plate. The thrust cylinder is fixed on the cylinder bottom plate, the thrust core is arranged in the thrust cylinder and passes through the thrust cylinder, the thrust elastomer is arranged between the top core and the cylinder bottom plate, the thrust elastomer is pressurized to store energy, and in the initial state, the top core is in the most protruding position under the action of the thrust elastomer. When the force on the top core is sufficient to overcome the thrust elastomer, the top core gradually retracts into the thrust cylinder. When the secondary thruster is forced to move forward, the top core abuts against the lever lifter, pushing the lever lifter to move forward, thereby prompting the roller lever to lift and establish a controllable wedging cavity.

[0033] Preferably, the roller lever comprises a lever body and an arc-bottom wedge block, and a rod surface at one end of the lever body extending into the controllable wedging cavity is provided with an arc surface that matches the arc bottom of the arc-bottom wedge block.

[0034] Preferably, it also includes a compression chamber adjustment mechanism, which includes at least two sprocket bases, a chain, an adjustment sprocket, and a speed control handle device. The sprocket base and the adjustment sprocket are connected and driven by a chain. The adjustment sprocket is arranged on the speed control handle device, and the adjustment sprocket is driven to rotate by rotating the adjustment handle device, and then the adjustment sprocket drives the sprocket base to rotate. A roller ratchet is fixedly installed on the sprocket base, and the triggering position of the roller ratchet is changed by rotating the sprocket base, thereby changing the size of the compression chamber volume.

[0035] Preferably, it also includes a timing output system, which includes a timing crank shaft, a bow-shaped connecting rod, a short connecting rod, and a roller guide plate. A crank is provided on the timing crank shaft, one end of the bow-shaped connecting rod is connected to the main ratchet, and the other end is connected to one end of the short connecting rod, and the other end of the short connecting rod is connected to the crank on the timing crank shaft. A toggle roller is provided at the connection between the bow-shaped connecting rod and the short connecting rod, and the toggle roller is constrained by the guide curve on the roller guide plate. The timing crank shaft is installed on the chassis, and the main ratchet, bow-shaped connecting rod, short connecting rod and timing crank shaft form a five-link mechanism.

[0036] Preferably, the timing crankshaft is provided with two cranks, the short connecting rods are two, the arched connecting rod includes a first arched connecting rod and a second arched connecting rod, the roller guide plate includes a first roller guide plate and a second roller guide plate, one end of the first arched connecting rod is connected to the main ratchet located on the right, one end of the second arched connecting rod is connected to the main ratchet located on the left, the other ends of the first arched connecting rod and the second arched connecting rod are respectively connected to one of the short connecting rods, and the two short connecting rods are respectively connected to the two cranks of the timing crankshaft. .

[0037] Preferably, one end of the bow-shaped connecting rod is connected to the connecting reel of the main ratchet wheel.

[0038] Preferably, a timing output sprocket is mounted on one end of the timing crankshaft.

[0039] Preferably, it also includes a cam valve timing system, which includes an intake camshaft, an exhaust camshaft, a cam frame, a valve timing sprocket, and an arc-shaped speed regulating plate. The intake camshaft is equipped with an intake cam, and the intake cam moves axially on the intake camshaft. The exhaust camshaft is equipped with an exhaust cam, and the exhaust cam moves axially on the exhaust camshaft. The intake cam and the exhaust cam are controlled to move by the cam frame, and the cam frame is connected to the arc-shaped speed regulating plate, and the movement of the cam frame is controlled by the arc-shaped speed regulating plate. The convex tip of the intake cam is a gradual convex tip, and one end of the convex tip cross section is narrow and the other end is wide. The valve timing sprocket is fixed on the intake camshaft and the exhaust camshaft, and the valve timing sprocket is connected to the timing output sprocket for transmission through a chain.

[0040] Preferably, the convex tip of the intake cam gradually widens from rear to front, delaying the closing of the intake valve.

[0041] Preferably, the convex tip of the intake cam gradually widens from rear to front in a right-handed manner, delaying the closing of the intake valve.

[0042] Preferably, the cam of the exhaust cam is a gradual cam, with one end of the cam cross section being narrower and the other end being wider, and the cam of the exhaust cam gradually widens from rear to front, thereby opening the exhaust valve in advance.

[0043] Preferably, the cam of the exhaust cam is a gradual cam, with one end of the cam cross section being narrower and the other end being wider, and the cam of the exhaust cam gradually widens from back to front as it rotates counterclockwise, thereby opening the exhaust valve in advance.

[0044] Preferably, the phases of the intake cam and the exhaust cam correspond to the strokes of the combustion chambers they control.

[0045] Preferably, the cam valve timing system further comprises a shift frame restoring elastic body, the cam shift frame is connected to the shift frame restoring elastic body, and when no external force is applied, the shift frame restoring elastic body restores the cam shift frame to an initial state.

[0046] Preferably, the intake cam and the exhaust cam are mounted on the intake camshaft and the exhaust camshaft via keys.

[0047] Preferably, the intake cam and the exhaust cam are mounted on the intake camshaft and the exhaust camshaft via flat keys or splines.

[0048] Compared with the prior art, the advantages of the present invention are:

[0049] 1. The torque arm L of the torque output outward in the present invention is always equal to the pitch circle radius of the main gear ring of the main ratchet wheel, so there is no "crankshaft mechanism loss" in the II and III areas in the background;

[0050] 2. The piston of the combustion chamber of the present invention does not exert lateral force on the inner wall of the cylinder liner, thus avoiding the wear gap caused by the lateral force and greatly reducing the "leakage loss";

[0051] 3. The present invention can lengthen the cylinder sleeve until all the combustion energy in the cylinder sleeve is burned outward to do work, thereby reducing "exhaust loss" and even achieving no "exhaust loss" in theory;

[0052] 4. The present invention designs a motion control system to provide power when the main ratchet wheel "stalls" and has not completed the "compression" stroke, so that the main ratchet wheel completes the "compression" stroke, thereby igniting and burning to do work;

[0053] 5. The present invention can adjust the volume of the compression chamber according to the working conditions by designing a compression chamber adjustment mechanism, and coordinate the intake volume to keep the compression ratio close to the optimal compression ratio, thereby reducing the "dynamic compression ratio loss";

[0054] 6. The present invention meets the requirements of the combustion chamber torque output system of the present invention by designing a timing output system, and accurately outputs the motion state and timing power of the combustion chamber;

[0055] 7. The present invention can adjust the opening and closing time of the intake valve and the exhaust valve according to the working conditions by designing the cam valve distribution system, thereby controlling the intake and exhaust volume and reducing the "pumping loss". BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 It is a top view schematic diagram of the present invention;

[0057] Figure 2 For the present invention Figure 1 A partial view in the direction of FIG.

[0058] Figure 3 For the present invention Figure 1 BB partial view in;

[0059] Figure 4 For the present invention Figure 3 The B-direction partial view;

[0060] Figure 5 It is a top view schematic diagram of the combustion chamber torque output system of the present invention;

[0061] Figure 6 For the present invention Figure 5 A partial view in the direction of FIG.

[0062] Figure 7 For the present invention Figure 5 AA partial view in;

[0063] Figure 8 For the present invention Figure 7 The B-direction partial view;

[0064] Fig. 9 Three views of the rack rod of the present invention;

[0065] Fig.10 The main ratchet wheel of the present invention is shown in front view and left view;

[0066] Fig.11 It is a front view and a left view of the coupling reel of the present invention;

[0067] Fig.12 The front view and the left view of the pressing roller of the present invention;

[0068] Fig.13 It is a front view and a left view of the transition gear shaft of the present invention;

[0069] Fig.14 is a cross-sectional view of a controllable ratchet mechanism of the present invention;

[0070] Fig.15 It is an assembly diagram of the controllable gear ring and the controllable core wheel of the present invention;

[0071] Fig.16 It is a schematic diagram of the controllable core wheel of the present invention;

[0072] Fig.17 It is a schematic diagram of the controllable core wheel body of the present invention;

[0073] Fig.18 It is a schematic diagram of a controllable roller of the present invention;

[0074] Fig.19 It is a schematic diagram of assembling the movable pin, the seat pin and the pin elastic body of the present invention;

[0075] Fig. 20 It is a schematic diagram of the controllable front end cover of the present invention;

[0076] Fig.21 It is a schematic diagram of another viewing angle of the controllable front end cover of the present invention;

[0077] Fig. 22 This is a schematic diagram of the controllable rear end cover of the present invention;

[0078] Fig.23 It is a schematic diagram of the lever bracket of the present invention;

[0079] Fig.24 It is a schematic diagram of the roller lever of the present invention;

[0080] Fig.25 Two views of the roller lever of the present invention;

[0081] Fig.26 Two views of the arc bottom wedge of the present invention;

[0082] Fig. 27 Two views of the cone dish of the present invention;

[0083] Fig.28 is a cross-sectional view of a secondary thruster of the present invention;

[0084] Fig.29 It is a three-view drawing of the convex bottom shift fork of the present invention;

[0085] Fig.30 The three views of the arc tooth top push rod of the present invention;

[0086] Fig.31 It is a schematic diagram of the arc-toothed top push rod of the present invention pushing the controllable front end cover and the controllable rear end cover to move relative to each other;

[0087] Fig.32 It is a schematic diagram of the ratchet mechanism of the present invention;

[0088] Fig.33 It is a three-view drawing of the sprocket base of the present invention;

[0089] Fig.34 Two views of the roller ratchet of the present invention;

[0090] Fig.35 It is a schematic diagram of the compression chamber adjustment mechanism of the present invention;

[0091] Fig.36 A schematic diagram of one set of five-bar linkage mechanisms of the present invention;

[0092] Fig.37 It is a schematic diagram of another set of five-bar linkage mechanisms of the present invention;

[0093] Fig.38 Two views of the timing crankshaft of the present invention;

[0094] Fig.39 Two views of the first bow-shaped connecting rod of the present invention;

[0095] Fig.40Two views of the second bow-shaped connecting rod of the present invention;

[0096] Fig.41 Two views of the first roller guide plate of the present invention;

[0097] Fig.42 Two views of the second roller guide plate of the present invention;

[0098] Fig.43 It is a schematic diagram of the motion trajectory of the toggle roller on the first roller guide plate of the present invention;

[0099] Fig.44 It is a schematic diagram of the motion trajectory of the toggle roller of the present invention on the second roller guide plate;

[0100] Fig.45 It is a schematic diagram of the cam valve system of the present invention;

[0101] Fig.46 Three views of the intake cam of the present invention;

[0102] Fig.47 It is three views of the exhaust cam of the present invention;

[0103] Fig.48 This is the traditional crankshaft effective torque principle diagram;

[0104] In the figure: 1. Combustion chamber torque output system, 2. Motion control system, 3. Compression chamber adjustment mechanism, 4. Timing output system, 5. Cam valve system;

[0105] 1-1, chassis, 1-2, cylinder sleeve, 1-3, piston, 1-4, rack rod, 1-5, first main shaft, 1-6, second main shaft, 1-7, main ratchet, 1-8, connecting reel, 1-9, tightening roller, 1-10, flywheel, 1-11, main shaft gear, 1-12, transition gear shaft, 1-13, transition shaft;

[0106] 1-4-1, boss;

[0107] 1-7-1, main gear ring, 1-7-2, main core wheel, 1-7-1-1, pusher claw;

[0108] 1-8-1, missing slot;

[0109] 2-1, differential shaft, 2-2, first differential gear, 2-3, second differential gear, 2-4, intermediate gear shaft, 2-5, reduction gear, 2-6, transition gear, 2-7, controllable ratchet device;

[0110] 2-1-1, first differential shaft, 2-1-2, second differential shaft;

[0111] 2-7-1, shift fork return mechanism, 2-7-1-1, top disc, 2-7-1-2, top disc return elastic body;

[0112] 2-7-2, controllable ratchet mechanism, 2-7-2-1, controllable gear ring, 2-7-2-2, controllable core wheel, 2-7-2-3, controllable front end cover, 2-7-2-4, controllable rear end cover, 2-7-2-5, lever bracket, 2-7-2-6, roller lever, 2-7-2-7, cone disc, 2-7-2-8, secondary pusher, 2-7-2-9, thrust bearing, 2-7-2-10, convex bottom shift fork, 2-7-2-11, arc tooth top push rod;

[0113] 2-7-2-1-1, convex claw;

[0114] 2-7-2-2-1, accommodating groove, 2-7-2-2-2, roller elastic body, 2-7-2-2-3, controllable roller, 2-7-2-2-4, seat pin, 2-7-2-2-5, pin elastic body, 2-7-2-2-6, movable pin, 2-7-2-2-7, first arc-shaped long hole, 2-7-2-2-8, second arc-shaped long hole, 2-7-2-2-3-1, controllable shaft, 2-7-2-2-6-1, movable pin push rod;

[0115] 2-7-2-3-1, waist-shaped hole, 2-7-2-3-2, "eight" arc-shaped expansion hole, 2-7-2-3-3, thrust hole;

[0116] 2-7-2-6-1, lever body, 2-7-2-6-2, arc bottom wedge;

[0117] 2-7-2-8-1, top core, 2-7-2-8-2, top push tube, 2-7-2-8-3, top push elastic body, 2-7-2-8-4, tube bottom plate;

[0118] 2-7-2-10-1, slideway, 2-7-2-10-2, fan-shaped boss,

[0119] 2-7-3-1, sprocket base, 2-7-3-2, roller ratchet rod, 2-7-3-3, ratchet rod restoring elastic body;

[0120] 3-1, chain, 3-2, adjusting sprocket, 3-3, speed regulating handle device;

[0121] 4-1, timing crankshaft, 4-2, first bow-shaped connecting rod, 4-3, second bow-shaped connecting rod, 4-4, short connecting rod, 4-5, timing output sprocket, 4-6 toggle roller, 4-7, first roller guide plate, 4-8, second roller guide plate

[0122] 5-1, intake camshaft 5-2, exhaust camshaft 5-3, cam frame, 5-4, valve sprocket, 5-5, frame return elastic body, 5-6, arc-shaped speed regulating plate, 5-1-2, intake cam, 5-2-1, exhaust cam, DETAILED DESCRIPTION

[0123] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments, but they are not intended to limit the present invention.

[0124] like Figures 1 to 47 As shown, a rack rod ratchet internal combustion engine includes a combustion chamber torque output system 1, a motion control system 2, a compression chamber adjustment mechanism 3, a timing output system 4, and a cam valve system 5;

[0125] The combustion chamber torque output system 1 includes a chassis 1-1, two main shafts, four combustion chambers, and main ratchet wheels 1-7 corresponding to the number of combustion chambers. The combustion chamber includes a cylinder liner 1-2, a piston 1-3, a rack rod 1-4, and a guide mechanism. The main shafts are named the first main shaft 1-5 and the second main shaft 1-6 from right to left. The first main shaft 1-5 and the second main shaft 1-6 are installed on the chassis 1-1. The first main shaft 1-5 and the second main shaft 1-6 rotate synchronously. The first main shaft 1-5 and / or the second main shaft 1-6 A flywheel 1-10 is arranged at one end, two main ratchets 1-7 are mounted on the first main shaft 1-5 and two main ratchets 1-7 are mounted on the second main shaft 1-6, two combustion chambers are arranged between the first main shaft 1-5 and the second main shaft 1-6 and the rack rods 1-4 of the combustion chambers are respectively and simultaneously engaged with the two main ratchets 1-7 located on the main shafts, two combustion chambers are arranged on the other side of the first main shaft 1-5 or the second main shaft 1-6 and the rack rods 1-4 of the combustion chambers are respectively engaged with one main ratchet 1-7 located on the main shafts, the guide mechanism is arranged in the movement direction of the rack rod 1-4 to limit the movement of the rack rod 1-4 to prevent the rack rod 1-4 from swinging, the main ratchets 1-7 located on the same main shaft rotate synchronously, the piston 1-3 makes a linear reciprocating motion in the cylinder sleeve 1-2, and the rack rod 1-4 is connected to the piston 1-3;

[0126] The motion control system 2 includes a differential shaft 2-1 and a controllable ratchet device 2-7 installed on the differential shaft 2-1. The main shaft is connected to the differential shaft 2-1 through a transmission mechanism, and the controllable ratchet device 2-7 is connected to the main ratchet 1-7 through a transmission mechanism. The motion control system 2 provides power to the main ratchet 1-7 through the main shaft, the differential shaft 2-1 and the controllable ratchet device 2-7 when the main ratchet 1-7 "stalls" and does not complete the "compression" stroke, so that the main ratchet 1-7 completes the "compression" stroke.

[0127] The compression chamber adjustment mechanism 3 includes two sprocket bases 2-7-3-1, a chain 3-1, an adjustment sprocket 3-2, and a speed regulating handle device 3-3. The sprocket base 2-7-3-1 and the adjustment sprocket 3-2 are connected and transmitted by the chain 3-1. The adjustment sprocket 3-2 is arranged on the speed regulating handle device 3-3. The adjustment sprocket 3-2 is driven to rotate by rotating the adjustment handle device 3-3, and then the adjustment sprocket 3-2 drives the sprocket base 2-7-3-1 to rotate. The roller ratchet 2-7-3-2 is fixedly installed on the sprocket base 2-7-3-1. The rotation of the sprocket base 2-7-3-1 changes the triggering position of the roller ratchet 2-7-3-2, thereby changing the size of the compression chamber volume.

[0128] The timing output system 4 includes a timing crankshaft 4-1, a bow-shaped connecting rod, a short connecting rod, and a roller guide plate. A crank is provided on the timing crankshaft 4-1. One end of the bow-shaped connecting rod is connected to the main ratchet 1-7, and the other end is connected to one end of the short connecting rod. The other end of the short connecting rod is connected to the crank on the timing crankshaft 4-1. A toggle roller 4-6 is provided at the connection between the bow-shaped connecting rod and the short connecting rod. The toggle roller 4-6 is constrained by the guide rail curve on the roller guide plate. The timing crankshaft 4-1 is installed on the chassis 1-1. The main ratchet 1-7, the bow-shaped connecting rod, the short connecting rod, and the timing crankshaft 4-1 form a five-bar linkage.

[0129] The cam valve system 5 includes an intake camshaft 5-1, an exhaust camshaft 5-2, a cam frame 5-3, a valve sprocket 5-4, and an arc-shaped speed regulating plate 5-6. The intake camshaft 5-1 is equipped with an intake cam 5-1-2. The exhaust cam 5-2-1 is installed on the intake camshaft 5-2, and the exhaust cam 5-2-1 is axially movable on the exhaust camshaft 5-2. The intake cam 5-1-2 and the exhaust cam 5-2-1 are controlled to move by the cam frame 5-3, and the cam frame 5-3 is connected to the arc-shaped speed regulating plate 5-6, and the movement of the cam frame 5-3 is controlled by the arc-shaped speed regulating plate 5-6. The convex tip of the intake cam 5-1-2 is a gradual convex tip, and one end of the convex tip cross section is narrow and the other end is wide. The valve sprocket 5-4 is fixed on the intake camshaft 5-1 and the exhaust camshaft 5-2, and the valve sprocket is connected and driven by the timing output sprocket through a chain. As a preferred embodiment, the first main shaft 1-5 and the second main shaft 1-6 are both provided with a main gear 1-11 at the same end, and the two main gears 1-11 are meshed and rotate synchronously through the transition gear shaft 1-12 provided on the chassis 1-1.

[0130] As a preferred embodiment, the combustion chamber torque output system 1 further includes a coupling reel 1-8, and the main ratchet wheels 1-7 located on the same main shaft are connected via the coupling reel 1-8 and rotate synchronously.

[0131] As a preferred embodiment, the guide mechanism includes a boss 1-4-1 and a clamping roller 1-9, the boss 1-4-1 is arranged in the length direction of the rack rod 1-4, the clamping roller 1-9 is arranged on the main shaft or transition shaft 1-13, and the transition shaft 1-13 is arranged on one side of the first main shaft 1-5 or the second main shaft 1-6 and satisfies that the two combustion chambers are located between the first main shaft 1-5 or the second main shaft 1-6 and the transition shaft 1-13.

[0132] As a preferred embodiment, the wedging directions of the main ratchet wheels 1-7 are consistent.

[0133] As a preferred embodiment, the number of teeth of the main ratchet 1-7 is the same as the number of teeth of the main gear 1-11.

[0134] As a preferred embodiment, the main ratchet 1-7 includes a main gear ring 1-7-1 and a main core wheel 1-7-2. The main gear ring 1-7-1 is provided with a pusher claw 1-7-1-1, and the connecting reel 1-8 is provided with a slot 1-8-1. The pusher claw 1-7-1-1 is engaged with the slot 1-8-1, so that the main ratchet 1-7 located on the same main shaft is connected through the connecting reel 1-8 and rotates synchronously.

[0135] As a preferred embodiment, the rack rod 1-4 is hinged to the piston 1-3.

[0136] As a preferred embodiment, there are two main shafts; there are four combustion chambers, which are arranged in a matrix on the sides of the two main shafts; or there are five combustion chambers, three of which are arranged on the side of one main shaft, and two of which are arranged on the side of the other main shaft; or there are six combustion chambers, three of which are arranged on the side of the two main shafts respectively; or there are six combustion chambers, two of which are arranged on the side of one main shaft, and four of which are arranged on the side of the other main shaft; or there are seven combustion chambers, Two combustion chambers are arranged, and five combustion chambers are arranged on the side of the other main shaft; or there are seven combustion chambers, three combustion chambers are arranged on the side of one main shaft, and four combustion chambers are arranged on the side of the other main shaft; or there are eight combustion chambers, two combustion chambers are arranged on the side of one main shaft, and six combustion chambers are arranged on the side of the other main shaft; or there are eight combustion chambers, three combustion chambers are arranged on the side of one main shaft, and five combustion chambers are arranged on the side of the other main shaft; or there are eight combustion chambers, and four combustion chambers are arranged on the sides of each of the two main shafts.

[0137] As a preferred embodiment, the number of the main shafts is three; the number of the combustion chambers is five, wherein two combustion chambers are respectively arranged on the sides of two main shafts, and one combustion chamber is arranged on the side of one main shaft; the number of the combustion chambers is six, wherein two combustion chambers are respectively arranged on the sides of the three main shafts; or the number of the combustion chambers is six, wherein three combustion chambers are respectively arranged on the sides of one main shaft, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of one main shaft; or the number of the combustion chambers is seven, wherein four combustion chambers are arranged on the side of one main shaft, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of one main shaft; or the number of the combustion chambers is seven, wherein three combustion chambers are respectively arranged on the sides of two main shafts, and one combustion chamber is arranged on the side of one main shaft; or the number of the combustion chambers is There are seven combustion chambers, three of which are arranged on the side of one main shaft, and two of which are arranged on the sides of the other two main shafts respectively; or there are eight combustion chambers, five of which are arranged on the side of one main shaft, two of which are arranged on the side of one main shaft, and one of which is arranged on the side of one main shaft; or there are eight combustion chambers, four of which are arranged on the side of one main shaft, three of which are arranged on the side of one main shaft, and one of which is arranged on the side of one main shaft; or there are eight combustion chambers, four of which are arranged on the side of one main shaft, and two of which are arranged on the sides of the other two main shafts respectively; or there are eight combustion chambers, three of which are arranged on the sides of two main shafts, and two of which are arranged on the side of the other main shaft.

[0138] As a preferred embodiment, the number of the main shafts is four; the number of the combustion chambers is six, wherein two combustion chambers are arranged on the sides of two main shafts respectively, and one combustion chamber is arranged on the sides of the other two main shafts respectively; or the number of the combustion chambers is seven, wherein three combustion chambers are arranged on the side of one main shaft, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of the other two main shafts respectively; or the number of the combustion chambers is seven, wherein two combustion chambers are arranged on the sides of three main shafts respectively, and one combustion chamber is arranged on the side of the other main shaft; or the number of the combustion chambers is eight, wherein one Four combustion chambers are arranged on the side of the main shaft, two combustion chambers are arranged on the side of one main shaft, and one combustion chamber is arranged on the side of each of the other two main shafts; or there are eight combustion chambers, three combustion chambers are arranged on the side of each of the two main shafts, and one combustion chamber is arranged on the side of each of the other two main shafts; or there are eight combustion chambers, three combustion chambers are arranged on the side of one main shaft, two combustion chambers are arranged on the side of each of the two main shafts, and one combustion chamber is arranged on the side of the other main shaft; or there are eight combustion chambers, two combustion chambers are arranged on the sides of each of the four main shafts.

[0139] As a preferred embodiment, the piston 1-3 does not have a skirt like a traditional piston.

[0140] As a preferred embodiment, the first main shaft 1-5 is connected to the first differential gear 2-2 installed on the first differential shaft 2-1-1 through the intermediate gear shaft 2-4, transmitting the power of the main shaft to the first differential shaft 2-1-1, and the second main shaft 1-6 is connected to the second differential gear 2-3 installed on the second differential shaft 2-1-2 through the reduction gear 2-5, transmitting the power of the main shaft to the second differential shaft 2-1-2.

[0141] As a preferred embodiment, the controllable ratchet device 2-7 includes a controllable ratchet mechanism 2-7-2, and the controllable ratchet mechanism 2-7-2 includes a controllable ring gear 2-7-2-1 and a controllable core wheel 2-7-2-2. The controllable core wheel 2-7-2-2 is installed on the differential shaft 2-1, and the controllable ring gear 2-7-2-1 is meshed with the main ring gear 1-7-1 of the main ratchet 1-7 through the transition gear 2-6.

[0142] As a preferred embodiment, the controllable ratchet mechanism 2-7-2 also includes a roller limit seat and a wedging cavity control mechanism, the controllable core wheel 2-7-2-2 includes a controllable roller 2-7-2-2-3 and a roller elastic body 2-7-2-2-2, the controllable core wheel 2-7-2-2 is provided with a receiving groove 2-7-2-2-1 at the wedging cavity position of the controllable roller 2-7-2-2-3, and controllable shafts 2-7-2-2-3-1 are provided at both ends of the controllable roller 2-7-2-2-3;

[0143] The wedging cavity control mechanism includes a lever bracket 2-7-2-5, a roller lever 2-7-2-6, and a lever lifter. The roller lever 2-7-2-6 is installed on the lever bracket 2-7-2-5. One end of the roller lever 2-7-2-6 is located in the accommodating groove 2-7-2-2-1 to establish a controllable wedging cavity. The lever lifter is located at the other end of the roller lever 2-7-2-6 to apply a lifting force to the roller lever 2-7-2-6.

[0144] The roller limit seat is arranged at the front and rear ends of the controllable core wheel 2-7-2-2, and a waist-shaped hole 2-7-2-3-1 is arranged on the roller limit seat. The controllable shaft 2-7-2-2-3-1 is clearance-matched with the waist-shaped hole 2-7-2-3-1, and the controllable shaft 2-7-2-2-3-1 is controlled by the waist-shaped hole 2-7-2-3-1 to move in the waist-shaped hole 2-7-2-3-1, and the waist-shaped hole 2-7-2-3-1 controls the controllable shaft 2-7-2-2-3-1 so that the controllable roller 2-7-2-2-3 is in a "wedge-tightened" position or in a "de-wedged" position;

[0145] When the roller lever 2-7-2-6 is tilted up by force to establish a controllable wedging cavity, and at the same time the waist-shaped hole 2-7-2-3-1 controls the controllable shaft 2-7-2-2-3-1 so that the controllable roller 2-7-2-2-3 is in the "wedging" position, the controllable roller 2-7-2-2-3 can play a wedging role.

[0146] As a preferred embodiment, the lever lifter is a conical disc 2-7-2-7, and the roller lever 2-7-2-6 is located at one end of the conical disc 2-7-2-7 and is provided with a roller. The roller moves on the conical surface of the inner wall of the conical disc 2-7-2-7, and an axial thrust is applied to the conical disc 2-7-2-7 to force the roller lever 2-7-2-6 to lift and establish a controllable wedging cavity.

[0147] As a preferred embodiment, the roller limit seat includes a controllable front end cover 2-7-2-3 and a controllable rear end cover 2-7-2-4, the waist-shaped hole 2-7-2-3-1 is arranged at the symmetrical position of the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4, the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4 are sleeved on the hub of the controllable core wheel 2-7-2-2 and can rotate on the hub, the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4 are controlled by the locking mechanism and the unlocking mechanism to rotate relative to the hub of the controllable core wheel 2-7-2-2, thereby prompting the waist-shaped hole 2-7-2-3-1 to control the position of the controllable roller 2-7-2-2-3.

[0148] As a preferred embodiment, the locking mechanism includes a seat pin 2-7-2-2-4, a pin elastic body 2-7-2-2-5, and a movable pin 2-7-2-2-6. The pin elastic body 2-7-2-2-5 is arranged between the seat pin 2-7-2-2-4 and the movable pin 2-7-2-2-6 and is in a compressed state. The seat pin 2-7-2-2-4 is fixed in the first arc-shaped long hole 2-7-2-2-7 opened on the controllable core wheel 2-7-2-2. The movable pin 2-7-2-2-6 is provided with movable pin push rods 2-7-2-2-6-1 at both ends. The movable pin push rod 2-7-2-2-6-1 is connected to the thrust holes 2-7-2-3-3 arranged on the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4. In cooperation with the pin elastic body 2-7-2-2-5, the movable pin 2-7-2-2-6 pushes the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4 to rotate synchronously in one direction.

[0149] As a preferred embodiment, the unlocking mechanism includes an arc tooth top push rod 2-7-2-11, and the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4 are provided with an "eight"-shaped arc expansion hole 2-7-2-3-2 that cooperates with the arc tooth top push rod 2-7-2-11. By pushing the arc tooth top push rod 2-7-2-11, the arc tooth top push rod 2-7-2-11 is made to fit with one side of the "eight"-shaped arc expansion hole 2-7-2-3-2, and by continuing to push the arc tooth top push rod 2-7-2-11, the arc tooth top push rod 2-7-2-11 is unlocked. The side of the arc-toothed top push rod 2-7-2-11 is made to squeeze the side of the "eight"-shaped arc-shaped expanded hole 2-7-2-3-2, forcing the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4 to compress the movable pin 2-7-2-2-6 of the locking mechanism to compress the pin elastomer 2-7-2-2-5 and rotate synchronously. The arc-toothed top push rod 2-7-2-11 passes through the second arc-shaped long hole 2-7-2-2-8 opened on the controllable core wheel 2-7-2-2. The second arc-shaped long hole 2-7-2-2-8 limits the arc-toothed top push rod 2-7-2-11 to move only in the axial direction.

[0150] As a preferred embodiment, the controllable ratchet device 2-7 also includes a ratchet control mechanism, which includes a convex bottom fork 2-7-2-10, a fork return mechanism 2-7-1, and a ratchet rod mechanism 2-7-3. One end of the controllable gear ring 2-7-2-1 is provided with a pawl 2-7-2-1-1, and the fork tip of the convex bottom fork 2-7-2-10 is provided with a slide groove 2-7-2-10-1 engaged with the pawl, and the slide groove slides on the pawl. -7-2-10 slides axially relative to the controllable gear ring 2-7-2-1 and rotates with the controllable gear ring 2-7-2-1. The bottom of the convex bottom shift fork 2-7-2-10 is provided with a fan-shaped boss 2-7-2-10-2 with inclined surfaces on both sides. The ratchet rod mechanism 2-7-3 includes a sprocket base 2-7-3-1, a roller ratchet rod 2-7-3-2, and a ratchet rod restoring elastic body 2-7-3-3. The roller ratchet rod 2-7-3-2 is "L"-shaped, and the "L"-shaped roller ratchet rod 2-7-3-2 The corner of the "L" type roller ratchet 2-7-3-2 is hinged with the sprocket base 2-7-3-1, and a roller is arranged on the top of the vertical rod of the "L" type roller ratchet 2-7-3-2, and the roller abuts against the bottom plane of the convex bottom fork 2-7-2-10; when the convex bottom fork 2-7-2-10 rotates clockwise, the "L" type roller ratchet 2-7-3-2 enters the fan-shaped boss 2-7-2-10-2 from the left uphill, and the "L" type roller ratchet 2-7-3-2 is kept upright by the action of its cross bar, so that the "L" type roller ratchet 2-7-3-2 pushes the convex bottom fork 2-7-2-10 to move forward, and the fork return mechanism 2-7-1 makes the convex bottom fork 2-7-2-10 move forward. When the bottom shift fork 2-7-2-10 is not affected by the ratchet mechanism 2-7-3, it returns to an unpushed state; when the convex bottom shift fork 2-7-2-10 rotates counterclockwise, the "L"-shaped roller ratchet 2-7-3-2 enters the fan-shaped boss 2-7-2-10-2 from the right side uphill, the "L"-shaped roller ratchet 2-7-3-2 is kept in a pushed-down state by the inclined component force of the fan-shaped boss 2-7-2-10-2, and does not push the convex bottom shift fork 2-7-2-10 to move forward. When the roller passes over the downhill, the ratchet recovery elastic body 2-7-3-3 causes the "L"-shaped roller ratchet 2-7-3-2 to return to an upright state.

[0151] As a preferred embodiment, the fork restoring mechanism 2-7-1 includes two top dishes 2-7-1-1 arranged opposite to each other and a top dish restoring elastic body 2-7-1-2 arranged between the two top dishes 2-7-1-1.

[0152] As a preferred embodiment, the controllable ratchet device 2-7 also includes a thrust bearing 2-7-2-9, which is arranged between the convex bottom fork 2-7-2-10 and the lever lifter, so that the convex bottom fork 2-7-2-10 pushes the lever lifter without affecting the relative rotation between the convex bottom fork 2-7-2-10 and the lever lifter.

[0153] As a preferred embodiment, the controllable ratchet device 2-7 also includes a secondary pusher 2-7-2-8, which is arranged between the thrust bearing 2-7-2-9 and the lever lifter, and the secondary pusher 2-7-2-8 includes a push core 2-7-2-8-1, a push cylinder 2-7-2-8-2, a push elastic body 2-7-2-8-3, and a cylinder bottom plate 2-7-2-8-4. -2 is fixed on the cylinder bottom plate 2-7-2-8-4, the top core 2-7-2-8-1 is arranged in the push cylinder 2-7-2-8-2 and penetrates the push cylinder 2-7-2-8-2, the push elastic body 2-7-2-8-3 is arranged between the top core 2-7-2-8-1 and the cylinder bottom plate 2-7-2-8-4, the push elastic body 2-7-2-8-3 is pressurized to store energy, and in the initial state, the top core 2-7-2-8-1 is pressurized to store energy. The action of the body 2-7-2-8-3 is at the most protruding position, the top core 2-7-2-8-1 is against the lever lifter, the top push tube (2-7-2-8-2) is against the cylindrical boss end face of the rear end of the arc tooth top push rod 2-7-2-11, the secondary pusher 2-7-2-8 is forced forward, pushing the lever lifter, the arc tooth top push rod 2-7-2-11 moves forward, until the roller lever 2-7-2-6 is tilted to establish a controllable wedge-tightening cavity, and the lever lifter is supported by the lever bracket. 2-7-2-5 is blocked, the controllable wedging cavity is fixed, and then the secondary thruster continues to move forward, and the jack core 2-7-2-8-1 gradually retracts into the jacking tube 2-7-2-8-2, which will not block the secondary thruster 2-7-2-8 from pushing the arc-toothed top push rod 2-7-2-11 to push and turn the controllable front end cover 2-7-2-3 and the controllable rear end cover 2-7-2-4 to "release" the controllable roller 2-7-2-2-3 into the "wedging" position, thereby establishing a complete controllable wedging cavity.

[0154] As a preferred embodiment, the roller lever 2-7-2-6 includes a lever body 2-7-2-6-1 and an arc bottom wedge block 2-7-2-6-2, and the rod surface at one end of the lever body 2-7-2-6-1 extending into the controllable wedging cavity is provided with an arc surface that matches the arc bottom of the arc bottom wedge block 2-7-2-6-2.

[0155] As a preferred embodiment, Figure 1 The 1# and 2# combustion chambers on the right are the first column. Figure 1The 3# and 4# combustion chambers on the left side are provided with two cranks on the timing crankshaft 4-1, there are two short connecting rods, the bow connecting rods include a first bow connecting rod 4-2 and a second bow connecting rod 4-3, the roller guide plate includes a first roller guide plate 4-7 and a second roller guide plate 4-8, one end of the first bow connecting rod 4-2 is connected to the main ratchet 1-7 of the 1# combustion chamber, one end of the second bow connecting rod 4-3 is connected to the main ratchet 1-7 of the 3# combustion chamber, the other ends of the first bow connecting rod 4-2 and the second bow connecting rod 4-3 are respectively connected to one of the short connecting rods 4-4, and the two short connecting rods 4-4 are respectively connected to the two cranks of the timing crankshaft 4-1. .

[0156] As a preferred embodiment, one end of the bow-shaped connecting rod is connected to the connecting reel 1-8 of the main ratchet 1-7.

[0157] As a preferred embodiment, a timing output sprocket 4-5 is installed at one end of the timing crankshaft 4-1.

[0158] As a preferred embodiment, the cam of the intake cam 5-1-2 gradually widens from rear to front, delaying the closing of the intake valve.

[0159] As a preferred embodiment, the cam of the intake cam 5-1-2 gradually widens from back to front and turns right, delaying the closing of the intake valve.

[0160] As a preferred embodiment, the cam of the exhaust cam 5-2-1 is a gradual cam, with one end of the cam cross section being narrow and the other end being wide. The cam of the exhaust cam 5-2-1 gradually widens from back to front, opening the exhaust valve in advance.

[0161] As a preferred embodiment, the cam of the exhaust cam 5-2-1 is a gradual cam, with one end of the cam cross section being narrow and the other end being wide. The cam of the exhaust cam 5-2-1 gradually widens from back to front in a left-handed manner, thereby opening the exhaust valve in advance.

[0162] As a preferred embodiment, the phases of the intake cam 5-1-2 and the exhaust cam 5-2-1 correspond to the strokes of the combustion chambers they control.

[0163] As a preferred embodiment, the cam valve timing system further includes a shift frame restoring elastic body 5-5, the cam shift frame 5-3 is connected to the shift frame restoring elastic body 5-5, and when there is no external force, the shift frame restoring elastic body 5-5 restores the cam shift frame 5-3 to an initial state.

[0164] As a preferred embodiment, the intake cam 5-1-2 and the exhaust cam 5-2-1 are mounted on the intake camshaft 5-1 and the exhaust camshaft 5-2 by keys.

[0165] As a preferred embodiment, the intake cam 5-1-2 and the exhaust cam 5-2-1 are mounted on the intake camshaft 5-1 and the exhaust camshaft 5-2 via flat keys or splines.

[0166] by Figure 1 The 1# and 2# combustion chambers on the right are the first column. Figure 1 The 3# and 4# combustion chambers on the left are the second column to describe the working principle of the present invention as follows:

[0167] Combustion chamber torque output system

[0168] In the first step, when the piston of the first row of combustion chambers runs to the top dead center, the 1# combustion chamber has completed the "compression" stroke. At this time, the 1# combustion chamber is ignited and turns downward to perform the "combustion and power" stroke, and the coaxial 2# combustion chamber performs the "intake" stroke. Under the action of the combustion gas, the piston and rack rod of the 1# cylinder run downward, driving the 1# main gear ring 1-7-1 meshing with it to rotate clockwise, and the 1# main ratchet 1-7 is in a wedging state. The first main shaft is wedged and rotates clockwise to output torque outward; the second main shaft 1-6 rotates clockwise under the transmission of the two main shaft gears 1-11 and the transition gear shaft 1-12, while the 3# and 4# main gear rings 1-7-1 rotate counterclockwise, so the 3# and 4# main ratchet 1-7 are in a de-wedge state, and do not interfere with the upward operation of the 3# and 4# combustion chambers to perform the "compression" and "exhaust" strokes respectively;

[0169] In the second step, when the combustion chamber of the second row moves upward to the top dead center, the 3# combustion chamber has completed the "compression" stroke. At this time, the 3# combustion chamber is ignited and turns to the "combustion and power" stroke downward, and the coaxial 4# combustion chamber makes the "intake" stroke. Under the action of the combustion gas, the piston and rack rod of the 3# cylinder move downward, and the 3# and 4# main ratchet wheels 1-7 change from the disengaged state to the wedged state, driving the 3# main gear ring 1-7-1 meshing therewith to rotate clockwise, and the second main shaft is wedged to rotate clockwise to output torque outward, and the 1# and 2# combustion chambers move upward to perform the "exhaust" and "compression" strokes respectively, and the 1# and 2# main ratchet wheels are in the disengaged state due to the counterclockwise rotation of the main gear ring 1-7-1, so that the clockwise operation and torque output of the two main shafts are unobstructed;

[0170] In the third step, when the piston of the first combustion chamber reaches the top dead center and the two combustion chambers in the second row move downward to the bottom dead center, the 2# combustion chamber has completed the "compression" stroke. At this time, the 2# combustion chamber is ignited and moves downward to the "combustion and power" stroke. The coaxial 1# combustion chamber makes the "intake" stroke, and the 3# and 4# combustion chambers move upward to make the "exhaust" and "compression" strokes respectively. The whole process is the same as the first step, except that the strokes of the combustion chambers in the same row are interchanged.

[0171] In the fourth step, when the piston of the first row of combustion chambers runs to the bottom dead center and the two combustion chambers in the second row move up to the top dead center, the 4# combustion chamber has completed the "compression" stroke. At this time, the 4# combustion chamber is ignited and turns to perform the "combustion and work" stroke downward, and the coaxial 3# combustion chamber performs the "intake" stroke. The 1# and 2# combustion chambers run upward to perform the "compression" and "exhaust" strokes respectively. The whole process is the same as the second step, except that the strokes of the combustion chambers in the same row are interchanged; after the fourth step is completed, it returns to the first step and starts again. The combustion chamber torque output system re-operates according to the four steps, and the cycle continues to output torque to the outside.

[0172] Motion Control Systems

[0173] When, in order to reduce "exhaust loss", the cylinder sleeve is lengthened until all the combustion energy in the cylinder sleeve is burned outward to do work, the combustion chamber torque output system 1 works, and the combustion chamber that "burns and does work" to generate power will pause due to the pressure offset of the other combustion chamber that does "compression", resulting in the main ratchet "stalling" as mentioned above and not completing the "compression" stroke. The two sets of controllable ratchet mechanisms 2-7 of the motion control system 2 jointly control the combustion chamber in a timely manner to help the combustion chamber complete each stroke. The entire process is completed by the two sets of ratchet rod mechanisms 2-7-3 to trigger the two sets of controllable ratchets 2-7-2 in various states. The two sets of controllable ratchets 2-7-2 rotate back and forth in opposite directions, and the two sets of roller ratchets 2-7-3-2 relatively "travel" at the bottom stroke of the convex bottom fork 2-7-10. The position list is as follows: (assuming that the 1# combustion chamber starts to burn and do work)

[0174]

[0175]

[0176] Compression chamber adjustment mechanism

[0177] By pulling the speed regulating handle device, the adjusting sprocket drives the chain to the two sprocket bases, so that the sprocket bases rotate. The rotation of the sprocket bases changes the position of the roller ratchet rod "driving into" the lower shifting inclined surface, thereby changing the direction changing time of each combustion chamber. When the engine needs to increase the speed, the speed regulating handle device is pulled to make the roller ratchet rod "drive into" the position of the lower shifting inclined surface earlier, so that the direction changing time of each combustion chamber occurs earlier, so that each compression chamber becomes larger and can accommodate more fuel gas to "burn and do work"; on the contrary, when the engine is idling at a small load, the speed regulating handle device is pulled in the opposite direction to make the roller ratchet rod "drive into" the position of the lower shifting inclined surface later, so that the direction changing time of each combustion chamber is delayed, so that each compression chamber becomes smaller and accommodates less fuel gas to "burn and do work", causing the compression ratio to remain close to the optimal compression ratio, thereby reducing the "compression ratio loss".

[0178] Timing output system

[0179] Step 1: When the piston of the first combustion chamber (1# combustion chamber) starts to move upward from the bottom dead center, the 1# main gear ring and the connecting reel connected thereto rotate counterclockwise, driving the first bow connecting rod and the short connecting rod to push the crank of the timing crankshaft to rotate counterclockwise. The toggle roller ensures the correct operation of the first bow connecting rod and the short connecting rod under the constraint of the first guide plate, and the timing crankshaft rotates evenly by 180°.

[0180] Step 2: After that, the two main gear rings reverse, the toggle roller detaches from the first guide plate and gradually returns to the initial position without constraint. At the same time, the second row of cylinders moves upward, the 3# main gear ring and the connecting reel connected to it rotate counterclockwise, driving the second bow connecting rod and the short connecting rod to push the crank of the timing crank shaft to rotate counterclockwise. The toggle roller ensures the correct operation of the second bow connecting rod and the short connecting rod under the constraint of the second guide plate, and the timing crank shaft rotates evenly by 180°; after that, the direction is reversed again, the toggle roller detaches from the second guide plate and gradually returns to the initial position without constraint. At the same time, the first row repeats the above step 1, and so on.

[0181] The timing crankshaft rotates continuously and evenly under the rotation of two sets of five-link mechanisms, just like a person riding a bicycle pedals with his legs to drive the bicycle forward, outputting accurate timing power to the outside.

[0182] The first bow-shaped connecting rod and the second bow-shaped connecting rod are designed to be bow-shaped, which can effectively prevent the combustion chamber from interfering with and damaging the timing system due to sudden pause in reversing when running to the top dead center and the bottom dead center. At the moment of pause, the timing output system will continue to rotate due to inertia. At this time, the first bow-shaped connecting rod and the second bow-shaped connecting rod will be pulled to elastically deform, thereby eliminating the harm caused by the sudden stop in reversing. Subsequently, after the combustion chamber operates normally, the first bow-shaped connecting rod and the second bow-shaped connecting rod return to normal under the action of elastic force.

[0183] Cam valve system

[0184] 1. When the combustion chamber torque output system is under low load or idling, the cam frame retreats to the most rearward position under the push of the frame return elastic body, and the opening and closing of each valve is controlled by the largest cross-section of each intake cam and exhaust cam, because the convex tip of each intake cam and exhaust cam is the widest;

[0185] During intake, the intake valve will be closed after it is opened, that is, after the piston moves downward and inhales air past the bottom dead center, it will still be closed for a while, so that the piston can move upward for a certain distance to send the extra gas sucked into the combustion chamber back to the intake pipe through the intake valve, so as to match the small load of the combustion system, and the small compression chamber matches a small amount of gas, so that the compression ratio can still be kept close to the optimal compression ratio under small load;

[0186] When exhausting, because less fuel gas enters the combustion chamber under low load, the stroke that can output work becomes shorter, that is, in the lengthened cylinder sleeve, when the piston moves to the rear section, the combustion pressure in the cylinder is insufficient, and continuing to move downward will cause negative pressure, that is, the pressure in the cylinder is lower than the ambient atmospheric pressure, resulting in "low-load energy loss". The widened convex tip of the exhaust cam in the left-hand direction can allow the exhaust valve to open in advance, that is, the exhaust valve is opened before the piston reaches the bottom dead center, so that the pressure in the cylinder is connected to the atmospheric pressure through the exhaust valve, avoiding "low-load energy loss";

[0187] 2. When the combustion chamber torque output system needs to increase speed or load, the handle of the speed control handle device is pulled. Because the speed control handle device is linked with the arc-shaped speed control plate, on the one hand, the combustion system increases the compression chamber, and on the other hand, the arc-shaped speed control plate is pulled, and the arc-shaped lift squeeze cam shift frame at the front end of the speed control plate moves forward, driving the intake cam and exhaust cam to move forward, and the cam section acting on each valve becomes smaller, that is, the convex tip becomes narrower, and the intake valve will be closed earlier than before when the load is small, and the gas pushed back into the pipeline is reduced, while the gas left in the combustion chamber becomes more, and the compression chamber is coordinated to increase, so that the compression ratio remains close to the optimal compression ratio during the entire variable load process. At the same time, the exhaust valve also narrows due to the change in section, and the convex tip is narrowed, and the advance time of opening the exhaust valve is delayed, so that the energy in the combustion chamber has sufficient stroke to complete the work, reducing "exhaust loss";

[0188] 3. When the combustion system is at maximum load, the intake cam and exhaust cam are retracted to the extreme position, and the valves are controlled with the smallest cross-section. The cam with the smallest cross-section of the intake cam is wider than the traditional cam. The widened cam can return the extra gas inhaled due to the lengthening of the cylinder liner to the intake pipe, ensuring that when the piston reaches the bottom dead center extreme position at maximum load, the energy in the cylinder has been consumed, and no excess energy is released after the exhaust valve is opened, so there is no "exhaust loss" in area IV as described in the technical background.

[0189] Due to the linkage between the compression chamber adjustment mechanism and the cam valve system, the dynamic compression chamber has the corresponding intake volume to match it within the entire speed adjustment range of the engine, always maintaining a close to optimal compression ratio, and the combustion chamber torque output system is always naturally aspirated and exhausted, without air saving, so there is no "dynamic compression ratio loss" and "pumping loss".

[0190] The above description is only a preferred embodiment of the present invention, and does not limit the implementation mode and protection scope of the present invention. For those skilled in the art, it should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A rack rod ratchet internal combustion engine, characterized in that: It includes a combustion chamber torque output system (1) and a motion control system (2); The combustion chamber torque output system (1) comprises a chassis (1-1), at least two main shafts, at least four combustion chambers, and main ratchet wheels (1-7) corresponding to the number of combustion chambers. The combustion chambers comprise cylinder sleeves (1-2), pistons (1-3), rack rods (1-4), and guide mechanisms. The main shafts are respectively named a first main shaft (1-5) and a second main shaft (1-6) from right to left. The first main shaft (1-5) and the second main shaft (1-6) are mounted on the chassis (1-1). The first main shaft (1-5) and the second main shaft (1-6) rotate synchronously, a flywheel (1-10) is arranged at one end of the first main shaft (1-5) and / or the second main shaft (1-6), at least two main ratchets (1-7) are mounted on the first main shaft (1-5) and at least two main ratchets (1-7) are mounted on the second main shaft (1-6), at least two combustion chambers are arranged between the first main shaft (1-5) and the second main shaft (1-6), and the rack rods (1-4) of the combustion chambers are respectively and simultaneously meshed with the two main ratchets (1-7) located on the main shafts, and at least two A combustion chamber is arranged on the other side of the first main shaft (1-5) or the second main shaft (1-6), and the rack rod (1-4) of the combustion chamber is respectively meshed with a main ratchet (1-7) located on the main shaft, the guide mechanism is arranged in the movement direction of the rack rod (1-4) to limit the movement of the rack rod (1-4) to prevent the rack rod (1-4) from swinging, the main ratchet (1-7) located on the same main shaft rotates synchronously, the piston (1-3) performs linear reciprocating motion in the cylinder sleeve (1-2), and the rack rod (1-4) is connected to the piston (1-3); The motion control system (2) comprises a differential shaft (2-1) and a controllable ratchet device (2-7) mounted on the differential shaft (2-1); the main shaft is connected to the differential shaft (2-1) via a transmission mechanism; the controllable ratchet device (2-7) is connected to the main ratchet (1-7) via a transmission mechanism; the motion control system (2) provides power to the main ratchet (1-7) when it "stalls" and does not complete a "compression" stroke through the main shaft, the differential shaft (2-1) and the controllable ratchet device (2-7), so that the main ratchet (1-7) completes the "compression" stroke.

2. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: A main gear (1-11) is provided at the same end of the first main shaft (1-5) and the second main shaft (1-6); the two main gears (1-11) mesh and rotate synchronously via a transition gear shaft (1-12) provided on the chassis (1-1).

3. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: The combustion chamber torque output system (1) also comprises a coupling pulley (1-8), and the main ratchet wheels (1-7) located on the same main shaft are connected via the coupling pulley (1-8) and rotate synchronously.

4. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: The guide mechanism comprises a boss (1-4-1) and a pressing roller (1-9); the boss (1-4-1) is arranged in the length direction of the rack rod (1-4); the pressing roller (1-9) is arranged on a main shaft or a transition shaft (1-13); the transition shaft (1-13) is arranged on one side of a first main shaft (1-5) or a second main shaft (1-6) and satisfies that at least two combustion chambers are located between the first main shaft (1-5) or the second main shaft (1-6) and the transition shaft (1-13).

5. The rack rod ratchet internal combustion engine according to claim 3, characterized in that: The main ratchet (1-7) comprises a main gear ring (1-7-1) and a main core wheel (1-7-2); the main gear ring (1-7-1) is provided with a pusher claw (1-7-1-1); the connecting reel (1-8) is provided with a notch (1-8-1); the pusher claw (1-7-1-1) is engaged with the notch (1-8-1), so that the main ratchet (1-7) located on the same main shaft is connected through the connecting reel (1-8) and rotates synchronously.

6. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: The first main shaft (1-5) is connected to a first differential gear (2-2) installed on a first differential shaft (2-1-1) via an intermediate gear shaft (2-4), so as to transmit the power of the main shaft to the first differential shaft (2-1-1); the second main shaft (1-6) is connected to a second differential gear (2-3) installed on a second differential shaft (2-1-2) via a reduction gear (2-5), so as to transmit the power of the main shaft to the second differential shaft (2-1-2).

7. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: The controllable ratchet device (2-7) comprises a controllable ratchet mechanism (2-7-2), the controllable ratchet mechanism (2-7-2) comprises a controllable gear ring (2-7-2-1) and a controllable core wheel (2-7-2-2), the controllable core wheel (2-7-2-2) is mounted on a differential shaft (2-1), and the controllable gear ring (2-7-2-1) is connected to a main gear ring (1-7-1) of a main ratchet (1-7) via a transmission mechanism.

8. The rack rod ratchet internal combustion engine according to claim 7, characterized in that: The controllable ratchet mechanism (2-7-2) further comprises a roller limit seat and a wedge-tightening cavity control mechanism; the controllable core wheel (2-7-2-2) comprises a controllable roller (2-7-2-2-3) and a roller elastic body (2-7-2-2-2); the controllable core wheel (2-7-2-2) is provided with a receiving groove (2-7-2-2-1) at the wedge-tightening cavity position of the controllable roller (2-7-2-2-3); and controllable shafts (2-7-2-2-3-1) are provided at both ends of the controllable roller (2-7-2-2-3); The wedging cavity control mechanism comprises a lever bracket (2-7-2-5), a roller lever (2-7-2-6), and a lever lifter; the roller lever (2-7-2-6) is mounted on the lever bracket (2-7-2-5); one end of the roller lever (2-7-2-6) is located in the receiving groove (2-7-2-2-1) for establishing a controllable wedging cavity; the lever lifter is located at the other end of the roller lever (2-7-2-6) for applying a lift force to the roller lever (2-7-2-6); The roller limiting seat is arranged at the front and rear ends of the controllable core wheel (2-7-2-2); a waist-shaped hole (2-7-2-3-1) is arranged on the roller limiting seat; the controllable shaft (2-7-2-2-3-1) is clearance-matched with the waist-shaped hole (2-7-2-3-1); the controllable shaft (2-7-2-2-3-1) is controlled by the waist-shaped hole (2-7-2-3-1) to move in the waist-shaped hole (2-7-2-3-1); the waist-shaped hole (2-7-2-3-1) controls the controllable shaft (2-7-2-2-3-1) so that the controllable roller (2-7-2-2-3) is in a "wedge-tightened" position or in a "de-wedged" position; When the roller lever (2-7-2-6) is tilted up by force to establish a controllable wedging cavity, and at the same time the waist-shaped hole (2-7-2-3-1) controls the controllable shaft (2-7-2-2-3-1) so that the controllable roller (2-7-2-2-3) is in a "wedging" position, the controllable roller (2-7-2-2-3) can play a wedging role.

9. The rack rod ratchet internal combustion engine according to claim 8, characterized in that: The roller limiting seat comprises a controllable front end cover (2-7-2-3) and a controllable rear end cover (2-7-2-4); the waist-shaped hole (2-7-2-3-1) is arranged at symmetrical positions of the controllable front end cover (2-7-2-3) and the controllable rear end cover (2-7-2-4); the controllable front end cover (2-7-2-3) and the controllable rear end cover (2-7-2-4) are sleeved on the hub of the controllable core wheel (2-7-2-2) and can rotate on the hub; the controllable front end cover (2-7-2-3) and the controllable rear end cover (2-7-2-4) are controlled by a locking mechanism and an unlocking mechanism to rotate relative to the hub of the controllable core wheel (2-7-2-2), thereby causing the waist-shaped hole (2-7-2-3-1) to control the position of the controllable roller (2-7-2-2-3).

10. The rack rod ratchet internal combustion engine according to claim 9, characterized in that: The locking mechanism comprises a seat pin (2-7-2-2-4), a pin elastic body (2-7-2-2-5), and a movable pin (2-7-2-2-6); the pin elastic body (2-7-2-2-5) is arranged between the seat pin (2-7-2-2-4) and the movable pin (2-7-2-2-6) and is in a compressed state; the seat pin (2-7-2-2-4) is fixed in a first arc-shaped long hole (2-7-2-2-7) provided on the controllable core wheel (2-7-2-2); and the movable pin (2-7-2 -2-6) are provided with movable pin push rods (2-7-2-2-6-1) at both ends, and the movable pin push rod (2-7-2-2-6-1) cooperates with the thrust holes (2-7-2-3-3) provided on the controllable front end cover (2-7-2-3) and the controllable rear end cover (2-7-2-4), and under the action of the pin elastic body (2-7-2-2-5), the movable pin (2-7-2-2-6) pushes the controllable front end cover (2-7-2-3) and the controllable rear end cover (2-7-2-4) to rotate synchronously in one direction.

11. The rack rod ratchet internal combustion engine according to claim 9, characterized in that: The unlocking mechanism comprises an arc tooth top push rod (2-7-2-11); the controllable front end cover (2-7-2-3) and the controllable rear end cover (2-7-2-4) are provided with an "eight"-shaped arc-shaped expansion hole (2-7-2-3-2) that cooperates with the arc tooth top push rod (2-7-2-11); the arc tooth top push rod (2-7-2-11) is pushed so that the arc tooth top push rod (2-7-2-11) is in contact with one side of the "eight"-shaped arc-shaped expansion hole (2-7-2-3-2); and the arc tooth top push rod (2-7-2-11) is continuously pushed so that the arc tooth top push rod (2-7-2-11) is in contact with one side of the "eight"-shaped arc-shaped expansion hole (2-7-2-3-2). -11) squeezes the side of the "eight" arc-shaped expanded hole (2-7-2-3-2), forcing the controllable front end cover (2-7-2-3) and the controllable rear end cover (2-7-2-4) to act as the movable pin (2-7-2-2-6) of the compression locking mechanism to compress the pin elastic body (2-7-2-2-5) and rotate synchronously, and the arc-tooth top push rod (2-7-2-11) passes through the second arc-shaped long hole (2-7-2-2-8) opened on the controllable core wheel (2-7-2-2), and the second arc-shaped long hole (2-7-2-2-8) restricts the arc-tooth top push rod (2-7-2-11) to move only in the axial direction.

12. The rack rod ratchet internal combustion engine according to claim 8, characterized in that: The controllable ratchet device (2-7) further comprises a ratchet control mechanism, the ratchet control mechanism comprising a convex bottom shift fork (2-7-2-10), a shift fork return mechanism (2-7-1), and a ratchet rod mechanism (2-7-3); a pawl (2-7-2-1-1) is provided at one end of the controllable gear ring (2-7-2-1); a fork tip of the convex bottom shift fork (2-7-2-10) is provided with a sliding groove (2-7-2-10-1) engaged with the pawl; the sliding groove slides on the pawl; the convex bottom shift fork (2-7-2-10) is axially relative to the controllable gear ring (2-7-2-1) The convex bottom shift fork (2-7-2-10) is provided with a fan-shaped boss (2-7-2-10-2) with inclined surfaces on both sides at the bottom, and the ratchet mechanism (2-7-3) comprises a sprocket base (2-7-3-1), a roller ratchet (2-7-3-2), and a ratchet restoring elastic body (2-7-3-3). The roller ratchet (2-7-3-2) is in an "L" shape. The rotation angle of the "L"-shaped roller ratchet (2-7-3-2) is hinged to the sprocket base (2-7-3-1). The top of the vertical rod of the "L"-shaped roller ratchet (2-7-3-2) is hinged to the sprocket base (2-7-3-1). A roller is arranged at the end thereof, and the roller abuts against the bottom plane of the convex bottom shift fork (2-7-2-10); when the convex bottom shift fork (2-7-2-10) rotates clockwise, the "L"-shaped roller ratchet rod (2-7-3-2) enters the fan-shaped boss (2-7-2-10-2) from the left uphill, and the "L"-shaped roller ratchet rod (2-7-3-2) is kept in an upright state by the action of its cross bar, so that the "L"-shaped roller ratchet rod (2-7-3-2) pushes the convex bottom shift fork (2-7-2-10) to move forward, and the shift fork return mechanism (2-7-1) makes the convex bottom shift fork (2-7-2-10) not be affected by the ratchet rod mechanism (2 -7-3); when the convex bottom shift fork (2-7-2-10) rotates counterclockwise, the "L" type roller ratchet (2-7-3-2) enters the fan-shaped boss (2-7-2-10-2) from the right uphill, the "L" type roller ratchet (2-7-3-2) is kept in a pushed down state by the inclined surface force of the fan-shaped boss (2-7-2-10-2), and does not push the convex bottom shift fork (2-7-2-10) to move forward; when the roller passes over the downhill, the ratchet return elastic body (2-7-3-3) causes the "L" type roller ratchet (2-7-3-2) to return to an upright state.

13. The rack rod ratchet internal combustion engine according to claim 12, characterized in that: The controllable ratchet device (2-7) further comprises a thrust bearing (2-7-2-9), wherein the thrust bearing (2-7-2-9) is arranged between the convex bottom shift fork (2-7-2-10) and the lever lifter, so that the convex bottom shift fork (2-7-2-10) pushes the lever lifter without affecting the relative rotation between the convex bottom shift fork (2-7-2-10) and the lever lifter. The controllable ratchet device (2-7) further comprises a secondary thruster (2-7-2-8), wherein the thrust bearing (2-7-2-9) is arranged between the convex bottom shift fork (2-7-2-10) and the lever lifter. The secondary thruster (2-7-2-8) is arranged between the thrust bearing (2-7-2-9) and the lever lifter, and the secondary thruster (2-7-2-8) comprises a thrust core (2-7-2-8-1), a thrust cylinder (2-7-2-8-2), a thrust elastic body (2-7-2-8-3), and a cylinder bottom plate (2-7-2-8-4). The thrust cylinder (2-7-2-8-2) is fixed on the cylinder bottom plate (2-7-2-8-4). 7-2-8-1) is arranged in the pushing cylinder (2-7-2-8-2) and penetrates the pushing cylinder (2-7-2-8-2), the pushing elastic body (2-7-2-8-3) is arranged between the top core (2-7-2-8-1) and the cylinder bottom plate (2-7-2-8-4), the pushing elastic body (2-7-2-8-3) is pressurized to store energy, and in the initial state, the top core (2-7-2-8-1) is acted upon by the pushing elastic body (2-7-2-8-3) At the most protruding position, when the top core (2-7-2-8-1) is subjected to a force sufficient to overcome the push elastic body (2-7-2-8-3), the top core (2-7-2-8-1) gradually retracts into the push tube (2-7-2-8-2), and when the secondary pusher (2-7-2-8) is subjected to a force to move forward, the top core (2-7-2-8-1) abuts against the lever lifter, pushing the lever lifter to move forward, thereby causing the roller lever (2-7-2-6) to lift and establish a controllable wedging cavity.

14. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: The invention also comprises a compression chamber adjustment mechanism (3), wherein the compression chamber adjustment mechanism (3) comprises at least two sprocket bases (2-7-3-1), a chain (3-1), an adjustment sprocket (3-2), and a speed regulating handle device (3-3). The sprocket base (2-7-3-1) and the adjustment sprocket (3-2) are connected and driven by the chain (3-1). The adjustment sprocket (3-2) is arranged on the speed regulating handle device (3-3). The adjustment sprocket (3-2) is driven to rotate by rotating the adjustment handle device (3-3), and the adjustment sprocket (3-2) is then driven to rotate by the adjustment sprocket (3-2). The sprocket base (2-7-3-1) is fixedly mounted with a roller ratchet (2-7-3-2). The sprocket base (2-7-3-1) is rotated to change the trigger position of the roller ratchet (2-7-3-2), thereby changing the volume of the compression chamber.

15. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: The invention also comprises a timing output system (4), wherein the timing output system (4) comprises a timing crankshaft (4-1), a bow-shaped connecting rod, a short connecting rod, and a roller guide plate. A crank is arranged on the timing crankshaft (4-1), one end of the bow-shaped connecting rod is connected to the main ratchet (1-7), and the other end is connected to one end of the short connecting rod, and the other end of the short connecting rod is connected to the crank on the timing crankshaft (4-1). A toggle roller (4-6) is arranged at the connection between the bow-shaped connecting rod and the short connecting rod, and the toggle roller (4-6) is constrained by the guide rail curve on the roller guide plate. The timing crankshaft (4-1) is mounted on the chassis (1-1), and the main ratchet (1-7), the bow-shaped connecting rod, the short connecting rod, and the timing crankshaft (4-1) form a five-link mechanism.

16. The rack rod ratchet internal combustion engine according to claim 15, characterized in that: The timing crankshaft (4-1) is provided with two cranks, the short connecting rods are two, the bow-shaped connecting rod comprises a first bow-shaped connecting rod (4-2) and a second bow-shaped connecting rod (4-3), the roller guide plate comprises a first roller guide plate (4-7) and a second roller guide plate (4-8), one end of the first bow-shaped connecting rod (4-2) is connected to a main ratchet (1-7) located on the right, one end of the second bow-shaped connecting rod (4-3) is connected to a main ratchet (1-7) located on the left, the other ends of the first bow-shaped connecting rod (4-2) and the second bow-shaped connecting rod (4-3) are respectively connected to one of the short connecting rods (4-4), and the two short connecting rods (4-4) are respectively connected to the two cranks of the timing crankshaft (4-1).

17. The rack rod ratchet internal combustion engine according to claim 1, characterized in that: The invention also comprises a cam valve timing system (5), wherein the cam valve timing system (5) comprises an intake camshaft (5-1), an exhaust camshaft (5-2), a cam shift frame (5-3), a valve timing sprocket (5-4), and an arc-shaped speed regulating plate (5-6); the intake camshaft (5-1) is mounted with an intake cam (5-1-2), the intake cam (5-1-2) moves axially on the intake camshaft (5-1); the exhaust camshaft (5-2) is mounted with an exhaust cam (5-2-1), the exhaust cam (5-2-1) moves axially on the exhaust camshaft (5-2); The camshaft (5-2) moves axially, the intake cam (5-1-2) and the exhaust cam (5-2-1) are controlled to move by a cam shift frame (5-3), the cam shift frame (5-3) is connected to an arc-shaped speed regulating plate (5-6), and the movement of the cam shift frame (5-3) is controlled by the arc-shaped speed regulating plate (5-6), the convex tip of the intake cam (5-1-2) is a gradual convex tip, one end of the convex tip cross section is narrow and the other end is wide, and the valve sprocket (5-4) is fixed on the intake camshaft (5-1) and the exhaust camshaft (5-2).

18. The rack rod ratchet internal combustion engine according to claim 17, characterized in that: The convex tip of the intake cam (5-1-2) gradually widens from the back to the front, delaying the closing of the intake valve; the convex tip of the exhaust cam (5-2-1) is a gradual convex tip, with one end of the convex tip cross section being narrow and the other end being wide; the convex tip of the exhaust cam (5-2-1) gradually widens from the back to the front, delaying the opening of the exhaust valve.

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