Gas distribution method and gas distribution device for double-connecting-rod engine

Abstract

The invention relates to the technical field of power equipment manufacturing, and provides a double-connecting-rod engine gas distribution method and a gas distribution device.The double-connecting-rod engine gas distribution device comprises a rack, a connecting rod assembly, a cam, a piston and a crankshaft, the descending time of the piston is longer than the ascending time through different rotating angles of the crankshaft, the intake stroke time and the acting stroke time are prolonged, and the working efficiency is improved. The oxygen content of mixed gas is increased, longer time is provided to meet the requirement for sufficient combustion of the mixed gas, the utilization rate and work efficiency of fuel are increased, and pollution is effectively reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of power equipment manufacturing, and in particular to a valve distribution method and a valve distribution device for a double-connecting rod engine. Background Art

[0002] The engine is a reciprocating piston internal combustion engine, which is a power device that converts the chemical energy of fuel into the mechanical energy of piston movement and outputs power to the outside. It generally includes an engine body and at least one cylinder. A four-stroke engine, without considering the exhaust advance angle, usually completes a power cycle with a crankshaft rotation of 720°. Intake stroke, the piston moves from top dead center to bottom dead center, and the crankshaft rotates 180°; compression stroke, the piston moves from bottom dead center to top dead center, and the crankshaft rotates 180°; power stroke, the piston moves from top dead center to bottom dead center, and the crankshaft rotates 180°; exhaust stroke, the piston moves from bottom dead center to top dead center, and the crankshaft rotates 180°. The crankshaft rotation angle of each stroke is 180°.

[0003] At present, internal combustion engines still have the problem of incomplete combustion of fuel in the cylinder, resulting in low fuel utilization and work efficiency, causing fuel waste and increased emission of pollutants. At the same time, long-term use is also prone to carbon deposits. Summary of the invention

[0004] The purpose of the present invention is to provide a double-connecting rod engine valve distribution method and valve distribution device, which solves the above-mentioned technical problems, prolongs the time of intake stroke and power stroke, satisfies the full combustion of mixed gas, improves fuel utilization and power efficiency, and effectively reduces pollution.

[0005] The present invention is implemented by the following technical scheme: A dual-connecting rod engine valve distribution method, comprising the following steps:

[0006] Step S1, intake stroke, the piston moves from the top dead center to the bottom dead center, and the crankshaft rotates 195° to 255° from the starting position;

[0007] Step S2, compression stroke, the piston moves from the bottom dead center to the top dead center, and the crankshaft continues to rotate and returns to the starting position;

[0008] Step S3, power stroke, the piston moves from the top dead center to the bottom dead center, and the crankshaft rotates 195° to 255° from the starting position again;

[0009] Step S4, exhaust stroke, the piston moves from the bottom dead center to the top dead center, the crankshaft continues to rotate, and returns to the starting position again.

[0010] Furthermore, during the compression stroke, the piston moves upward from the bottom dead center to 50% to 85% of the cylinder stroke, closing the intake valve.

[0011] Preferably, during the compression stroke, the crankshaft continues to rotate 30° to 90° from the bottom dead center, and the intake valve is closed.

[0012] Furthermore, during the intake stroke, the piston moves downward from the top dead center to 15% to 50% of the cylinder stroke, closing the intake valve.

[0013] Furthermore, when the piston moves from the top dead center to the bottom dead center, the crankshaft rotates 195°, and when the piston moves from the bottom dead center to the top dead center, the crankshaft rotates 165°.

[0014] Furthermore, when the piston moves from the top dead center to the bottom dead center, the crankshaft rotates 225°, and when the piston moves from the bottom dead center to the top dead center, the crankshaft rotates 135°.

[0015] Preferably, during the power stroke, the crankshaft continues to rotate 180° to 185° from the top dead center to open the exhaust valve.

[0016] Furthermore, when the piston moves from the top dead center to the bottom dead center, the crankshaft rotates 255°, and when the piston moves from the bottom dead center to the top dead center, the crankshaft rotates 105°.

[0017] Preferably, during the power stroke, the crankshaft continues to rotate 180° to 215° from the top dead center to open the exhaust valve.

[0018] A valve distribution device includes a frame, a connecting rod assembly, a cam, a piston and a crankshaft, the cam includes a first distal point protrusion and a second distal point protrusion, the first distal point protrusion and the second distal point protrusion are transitioned by a plane, the connecting rod assembly includes an upper connecting rod, a lower connecting rod and a swing arm, the swing arm is hinged to the frame, the lower connecting rod is hinged to a crank arranged on the crankshaft, one end of the upper connecting rod is hinged to the piston, the other end of the upper connecting rod is hinged to the lower connecting rod and then hinged to the swing arm, or the other end of the upper connecting rod and the lower connecting rod are respectively hinged to the swing arm.

[0019] The present invention has at least the following advantages and beneficial effects: by using different crankshaft rotation angles, the downward time of the piston is greater than the upward time, thereby extending the time of the intake stroke and the power stroke, increasing the oxygen content of the mixed gas, and providing a longer time to ensure complete combustion of the mixed gas, thereby improving fuel utilization and power efficiency, and effectively reducing pollution. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0021] Figure 1A schematic diagram of the piston top dead center of a double-connecting rod engine valve distribution device provided by the present invention with a working angle of 255 degrees;

[0022] Figure 2 A schematic diagram of the piston bottom dead center of a double-connecting rod engine valve distribution device provided by the present invention with a working angle of 255 degrees;

[0023] Figure 3 A schematic diagram of the closing time of the intake valve of a double-connecting rod engine valve distribution device with a working temperature of 255 degrees provided by the present invention;

[0024] Figure 4 A schematic diagram of the closing time of the intake valve of a double-connecting rod engine valve distribution device with a working temperature of 225 degrees provided by the present invention;

[0025] Figure 5 A schematic diagram of the piston top dead center of a double-connecting rod engine valve distribution device provided by the present invention with a working angle of 225 degrees;

[0026] Figure 6 A schematic diagram of the piston bottom dead center of a double-connecting rod engine valve distribution device provided by the present invention with a working angle of 225 degrees;

[0027] Figure 7 A schematic diagram of the piston top dead center of a double-connecting rod engine valve distribution device provided by the present invention with a working angle of 195 degrees;

[0028] Figure 8 A schematic diagram of the piston bottom dead center of a double-connecting rod engine valve distribution device provided by the present invention with a working angle of 195 degrees;

[0029] Fig. 9 A schematic diagram of the closing time of the intake valve of a double-connecting rod engine valve distribution device provided by the present invention when the intake valve performs 195 degrees of work;

[0030] Fig.10 A schematic diagram of the structure of a cam in a double-connecting rod engine valve train provided by the present invention;

[0031] Fig.11 A schematic diagram of the valve timing of a double-connecting rod engine valve timing device with a working angle of 255 degrees provided by the present invention;

[0032] Fig.12 A schematic diagram of the valve timing of a double-connecting rod engine valve timing device with a working angle of 225 degrees provided by the present invention;

[0033] Fig.13 A schematic diagram of the valve timing of a double-connecting rod engine valve timing device with a working angle of 195 degrees provided by the present invention;

[0034] Fig.14 A schematic diagram of the valve timing of a double-link engine valve timing device with early closing of the intake valve provided by the present invention;

[0035] Icons: 1-frame, 2-connecting rod assembly, 21-upper connecting rod, 22-lower connecting rod, 23-swing arm, 3-cam, 31-first remote point lobe, 32-second remote point lobe, 4-camshaft, 5-piston, 6-crankshaft, 61-crank, 7-intake valve, 8-exhaust valve. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0037] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0038] Embodiment 1

[0039] like Figure 1-13 As shown, in this embodiment, a dual-connecting rod engine valve timing method is mainly disclosed, including the following steps:

[0040] Step S1, intake stroke, the piston 5 moves from the top dead center to the bottom dead center, and the crankshaft 6 rotates 195° to 255° from the starting position; specifically, the piston 5 is at the top dead center, and the crankshaft 6 rotates counterclockwise from the starting position, driving the piston 5 to move downward from the top dead center. At the same time, the crankshaft 6 drives the camshaft 4 to rotate through the transmission mechanism, so that the cam 3 on the camshaft 4 rotates and acts on the valve; in the intake stroke, the piston 5 moves downward to the bottom dead center, and the mixture of air and fuel is sucked into the cylinder;

[0041] Step S2, compression stroke, the piston 5 moves from the bottom dead center to the top dead center, and the crankshaft 6 continues to rotate and returns to the starting position; specifically, the crankshaft 6 continues to rotate counterclockwise and returns to the starting position, driving the piston 5 to move upward from the bottom dead center to the top dead center, compressing the mixed gas to the top of the cylinder;

[0042] Step S3, power stroke, the piston 5 moves from the top dead center to the bottom dead center, and the crankshaft 6 rotates 195° to 255° from the starting position again; specifically, the spark plug ignites to ignite the mixed gas compressed to the top, and the ignited mixed gas will instantly explode, generating a thrust to push the piston 5 downward, at this time, the thermal energy is converted into mechanical kinetic energy;

[0043] Step S4, exhaust stroke, the piston 5 moves from the bottom dead center to the top dead center, the crankshaft 6 continues to rotate, and returns to the starting position again; specifically, the piston 5 moves upward to push the exhaust gas generated by the combustion of the mixed gas out of the cylinder, and then enters the next cycle;

[0044] It should be noted that the crankshaft 6 rotates evenly, and the movement stroke of the piston 5 in each stroke is the same, so that the downward time of the piston 5 is greater than the upward time, that is, the running time of the intake stroke and the power stroke is longer than the running time of the compression stroke and the exhaust stroke. On the one hand, sufficient air can be inhaled to increase the oxygen content of the mixture, and on the other hand, a longer time can be provided to ensure that the mixture is fully burned, thereby improving the fuel utilization and work efficiency. At the same time, the exhaust gas generated after full combustion can be quickly discharged from the cylinder. In addition, the gas discharged after full combustion contains fewer impurities and harmful substances, which can effectively reduce pollution.

[0045] Furthermore, in a specific implementation, in the above-mentioned compression stroke provided by the embodiment of the present invention, the piston 5 moves upward from the bottom dead center to 50% to 85% of the cylinder stroke, and the intake valve 7 is closed; for example, if the cylinder stroke is 100 mm, then in the compression stroke, the intake valve 7 is completely closed only when the piston 5 moves upward from the bottom dead center by 50 mm to 85 mm; it should be noted that by delaying the closing of the intake valve 7, the intake valve 7 that was originally closed at the end of the intake stroke is delayed to be closed in the compression stroke, so that the intake valve 7 is completely closed by the intake valve 7. The gas entering the cylinder during the intake stroke is partially discharged through the intake valve 7 during the compression stroke, which reduces the compression mechanical loss of the piston during the compression stroke, thereby improving the thermal efficiency of the fuel; specifically, during the compression stroke, the piston 5 moves upward from the bottom dead center, and the crankshaft 6 continues to rotate 30° to 90° after passing the bottom dead center, closing the intake valve 7; that is, after the intake stroke ends, it enters the compression stroke, and the crankshaft 6 further rotates 30° to 90°. The piston 5 has not yet completed the compression stroke, and the crankshaft 6 drives the camshaft 4 to rotate, so that the intake valve 7 is closed.

[0046] Further, in a specific implementation, in the above-mentioned intake stroke provided in the embodiment of the present invention, the piston 5 moves downward from the top dead center to 15% to 50% of the cylinder stroke, and the intake valve 7 is closed; for example, if the cylinder stroke is 100 mm, then in the intake stroke, when the piston 5 moves 15 mm to 50 mm from the top dead center to the bottom dead center, the intake valve 7 is closed in advance; specifically, it can be as follows Fig.14 As shown, a is the top dead center, b is the bottom dead center, the intake valve is open at point A, and the intake valve is closed at point B.

[0047] In this embodiment, a valve distribution device is also disclosed, including a frame 1, a connecting rod assembly 2, a cam 3, a piston 5 and a crankshaft 6;

[0048] like Fig.10As shown, the cam 3 includes a first distal point protrusion 31 and a second distal point protrusion 32, and the first distal point protrusion 31 and the second distal point protrusion 32 are transitioned by a plane; it should be noted that the design of the cam 3 can be limited to the cam 3 acting on the intake valve 7, while the cam 3 acting on the exhaust valve 8 can remain the same or use a single-lobe cam 3 with a smaller distal repose angle; the angle between the first distal point protrusion 31 and the second distal point protrusion 32 is the distal repose angle. Compared with the traditional single-lobe cam 3, such a cam 3 design can extend the maintenance time of a larger valve opening, so that the intake valve 7 inhales more mixed gas; in addition, the transition surface between the first distal point protrusion 31 and the second distal point protrusion 32 can also be an arc surface; the positions of the first distal point protrusion 31 and the second distal point protrusion 32 can also be rotatably connected with rollers to ensure the smooth operation of the cam 3;

[0049] In addition, the connecting rod assembly 2 includes an upper connecting rod 21, a lower connecting rod 22 and a swing arm 23, the swing arm 23 is hinged to the frame 1, the lower connecting rod 22 is hinged to the crank 61 provided on the crankshaft 6, and one end of the upper connecting rod 21 is hinged to the piston 5. Figures 1 to 3 As shown, the other end of the upper connecting rod 21 is hinged to the lower connecting rod 22 and then hinged to the swing arm 23, or, as shown in Figures 4 to 9 As shown, the other end of the upper connecting rod 21 and the lower connecting rod 22 are hinged to the swing arm 23 respectively; specifically, this embodiment takes the upper connecting rod 21 and the lower connecting rod 22 hinged together and then hinged to the swing arm 23 as an example to illustrate the working principle of the valve timing device. Through the arrangement of the lower connecting rod 22 and the swing arm 23, the force position of the crank 61 is changed, and the rotation angle of the crank 61 when the piston 5 moves downward and upward is redistributed; during the intake stroke and the power stroke, the piston 5 moves downward, and the swing arm 23 is driven to rotate downward through the upper connecting rod 21 and the lower connecting rod 22, and the crankshaft 6 rotates counterclockwise until the lower connecting rod 22 overlaps with the crank 61, and the piston 5 moves to the bottom dead center; during the compression stroke and the exhaust stroke, the crankshaft 6 continues to rotate, and the piston 5 is pushed upward through the crank 61, the lower connecting rod 22 and the upper connecting rod 21, until the lower connecting rod 22 is arranged in a colinear line with the crank 61, and the piston 5 moves to the top dead center.

[0050] Embodiment 2

[0051] like Figures 1 to 3As shown, in this embodiment, the piston 5 moves from the top dead center to the bottom dead center, and the crankshaft 6 rotates 255°, then the piston 5 moves from the bottom dead center to the top dead center, and the crankshaft 6 rotates 105°; that is, during the intake stroke, the piston 5 moves from the top dead center to the bottom dead center, and the crankshaft 6 starts to rotate 255° from the initial position, and the piston 5 reaches the bottom dead center, inhales the mixture, and completes the intake stroke; then the piston 5 moves upward from the bottom dead center, and the crankshaft 6 further rotates 105° and returns to the initial position, and the piston 5 reaches the top dead center, compresses the mixture, and completes the compression stroke; then the spark plug is ignited, and the explosion of the mixture pushes the piston 5 to move downward from the top dead center, driving the crankshaft 6 to rotate 255° from the initial position again, perform energy conversion, and complete the power stroke; then the piston 5 moves upward from the bottom dead center again, and the crankshaft 6 further rotates 105° and returns to the initial position, and the piston 5 reaches the top dead center, squeezes out the exhaust gas, and completes the exhaust stroke.

[0052] Furthermore, in a specific implementation, in the above-mentioned power stroke provided in the embodiment of the present invention, the crankshaft 6 continues to rotate 180° to 215° from the top dead center, and the exhaust valve 8 is opened, thereby improving the effective output rate of the crankshaft 6; specifically, as Fig.11 As shown, a is the top dead center, b is the bottom dead center in this embodiment, b' is the bottom dead center in the prior art, the intake valve at point A is open, the intake valve at point B is closed, the exhaust valve at point C is open, and the exhaust valve at point D is closed; the valve timing technology is well known to those skilled in the art and will not be described in detail.

[0053] Embodiment 3

[0054] like Figures 4 to 6 As shown, in this embodiment, when the piston 5 moves from the top dead center to the bottom dead center, the crankshaft 6 rotates 225°, and when the piston 5 moves from the bottom dead center to the top dead center, the crankshaft 6 rotates 135°; the specific working method is similar to that of the second embodiment and will not be repeated here.

[0055] Furthermore, in the specific implementation, in the above-mentioned power stroke provided in the embodiment of the present invention, the crankshaft 6 continues to rotate 180° to 185° from the top dead center, and the exhaust valve 8 is opened. The specific valve timing is as follows: Fig.12 As shown, a is the top dead center, b is the bottom dead center in this embodiment, b' is the bottom dead center in the prior art, the intake valve is open at point A, the intake valve is closed at point B, the exhaust valve is open at point C, and the exhaust valve is closed at point D.

[0056] Embodiment 4

[0057] like Figures 7 to 9 As shown, in this embodiment, when the piston 5 moves from the top dead center to the bottom dead center, the crankshaft 6 rotates 195°, and when the piston 5 moves from the bottom dead center to the top dead center, the crankshaft 6 rotates 165°; the specific working method is similar to that of the second embodiment and will not be repeated here.

[0058] like Fig.13As shown, it is the valve timing diagram of this embodiment, a is the top dead center, b is the bottom dead center in this embodiment, b' is the bottom dead center in the prior art, the intake valve is open at point A, the intake valve is closed at point B, the exhaust valve is open at point C, and the exhaust valve is closed at point D.

[0059] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A dual-connecting rod engine valve timing method, characterized in that: The following steps are involved: Step S1, intake stroke, the piston (5) moves from the top dead center to the bottom dead center, and the crankshaft (6) rotates 195° to 255° from the starting position; Step S2, compression stroke, the piston (5) moves from the bottom dead center to the top dead center, and the crankshaft (6) continues to rotate and returns to the starting position; Step S3, power stroke, the piston (5) moves from the top dead center to the bottom dead center, and the crankshaft (6) rotates 195° to 255° from the starting position again; Step S4, exhaust stroke, the piston (5) moves from the bottom dead center to the top dead center, and the crankshaft (6) continues to rotate and returns to the starting position again.

2. A dual-connecting rod engine valve timing method as claimed in claim 1, characterized in that: During the compression stroke, the piston (5) moves upward from the bottom dead center to 50% to 85% of the cylinder stroke, closing the intake valve (7).

3. A dual-connecting rod engine valve timing method as claimed in claim 2, characterized in that: During the compression stroke, the crankshaft (6) continues to rotate 30° to 90° from the bottom dead center, closing the intake valve (7).

4. A dual-connecting rod engine valve timing method as claimed in claim 1, characterized in that: During the intake stroke, the piston (5) moves downward from the top dead center to 15% to 50% of the cylinder stroke, and closes the intake valve (7).

5. A dual-connecting rod engine valve timing method as claimed in claim 1, characterized in that: When the piston (5) moves from the top dead center to the bottom dead center, the crankshaft (6) rotates 195°, and when the piston (5) moves from the bottom dead center to the top dead center, the crankshaft (6) rotates 165°.

6. A dual-connecting rod engine valve timing method as claimed in claim 1, characterized in that: When the piston (5) moves from the top dead center to the bottom dead center, the crankshaft (6) rotates 225°, and when the piston (5) moves from the bottom dead center to the top dead center, the crankshaft (6) rotates 135°.

7. A dual-connecting rod engine valve timing method as claimed in claim 6, characterized in that: During the power stroke, the crankshaft (6) continues to rotate 180° to 185° from the top dead center, and the exhaust valve (8) is opened.

8. A dual-connecting rod engine valve timing method as claimed in claim 1, characterized in that: When the piston (5) moves from the top dead center to the bottom dead center, the crankshaft (6) rotates 255°, and when the piston (5) moves from the bottom dead center to the top dead center, the crankshaft (6) rotates 105°.

9. A dual-connecting rod engine valve timing method as claimed in claim 8, characterized in that: During the power stroke, the crankshaft (6) continues to rotate 180° to 215° from the top dead center, and the exhaust valve (8) is opened.

10. A valve distribution device for a dual-connecting rod engine valve distribution method according to any one of claims 1 to 9, comprising a frame (1), a connecting rod assembly (2), a cam (3), the piston (5) and the crankshaft (6), characterized in that: The cam (3) comprises a first distal point protrusion (31) and a second distal point protrusion (32), wherein the first distal point protrusion (31) and the second distal point protrusion (32) are transitioned via a plane; The connecting rod assembly (2) comprises an upper connecting rod (21), a lower connecting rod (22) and a swing arm (23); the swing arm (23) is hinged to the frame (1); the lower connecting rod (22) is hinged to a crank (61) provided on the crankshaft (6); one end of the upper connecting rod (21) is hinged to the piston (5); the other end of the upper connecting rod (21) is hinged to the lower connecting rod (22) and then hinged to the swing arm (23); or the other end of the upper connecting rod (21) and the lower connecting rod (22) are respectively hinged to the swing arm (23).

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