Dual-cycle high-power engine

Abstract

A double-circulation high-power engine is characterized in that an engine piston is designed into double layers which are overlapped together, a lower-layer piston is a main moving piston, an upper-layer piston is an air suction and exhaust piston, and the upper-layer air suction and exhaust piston slides through a positioning sliding rod and a positioning guide pipe in the center of the main moving piston and can be separated from the lower-layer main moving piston to do up-down relative movement; a through conical round hole is formed in the air suction and exhaust piston, and a conical cover plate capable of moving upwards is arranged on the conical round hole; a main movement piston rotates one circle on a crank arm to complete circulation of a compression stroke and a power stroke, an air suction and exhaust piston moves upwards with the help of a separation executing mechanism when the crank arm of the main movement piston rotates to the range of 155 degrees to 205 degrees to complete circulation of the two strokes of air suction and air exhaust, and therefore the circulation of four strokes is actually completed. And the oil-saving effect of a four-stroke engine is also achieved, and the power is doubled.

Description

Technical Field

[0001] This invention relates to an internal combustion engine that significantly increases its power. Background Technology

[0002] Modern internal combustion engines are generally divided into two-stroke and four-stroke engines. The advantage of a two-stroke engine is that it completes one cycle of exhaust, intake, compression, and ignition in one revolution of the crankshaft, resulting in high power output. However, the exhaust gases are swept out by the intake air-fuel mixture and are not completely expelled, leading to high fuel consumption and poor thermal efficiency. Therefore, it is mostly used in motorcycles. On the other hand, a four-stroke engine completes one cycle of exhaust, intake, compression, and ignition in two revolutions of the crankshaft, resulting in four strokes and one power output. Its advantages are low fuel consumption and high thermal efficiency, making it widely used in automobiles and ships. So, is there a design that combines the advantages of both, achieving low fuel consumption and high power output? People have been searching for a solution. Summary of the Invention

[0003] A dual-cycle high-power engine solves this problem by designing the engine pistons in two overlapping layers. The lower piston, the main moving piston, is connected to the two small ends of a U-shaped connecting rod, while the large end of the connecting rod is connected to the crankshaft journal. A through-hole circular locating guide is located at the center of the main moving piston. The upper piston is the intake and exhaust piston. A locating slide rod is located at the center of the lower end of the upper intake and exhaust piston, inserted into the locating guide that passes through the center of the lower main moving piston, and suspended in the middle of the U-shaped connecting rod. A return spring is fitted onto the locating slide rod, and a circular hanging ring is located at the end of the slide rod. The function of the locating slide rod is to allow the upper intake and exhaust pistons to slide relative to the lower piston through the locating guide. The main piston can move independently, moving up and down relative to each other. The intake and exhaust pistons have a through-hole, wider at the top and narrower at the bottom on one side. A conical cover plate, also wider at the top and narrower at the bottom, is mounted on top of this hole. This cover plate is connected to a central movable locking pin, allowing it to move upwards. The purpose of this movable conical hole is to force the air-fuel mixture between the main piston and the intake / exhaust pistons into the upper cylinder space of the intake / exhaust pistons during the compression stroke. When the air-fuel mixture burns and generates pressure on the upper cylinder of the intake / exhaust pistons, the conical cover plate tightly engages with the conical hole, preventing the high-pressure combustion gases from flowing into the lower cylinder space of the intake / exhaust pistons. Instead, it pushes both the intake / exhaust pistons and the main pistons upwards. The crankshaft performs work by rotating downwards. Additionally, a synchronous shaft parallel to the crankshaft is installed on one side of the crankshaft arm's rotation direction within the crankcase. A large cam with a relatively large diameter is mounted on this synchronous shaft. The synchronous shaft is fixed to bearings on the side support walls of the crankcase, and its other end extends from one side of the crankcase and connects to the timing belt via gears. A lever-operated pull rod is installed below the large cam. The front end of the pull rod passes through a circular hanging ring at the end of a positioning slide rod, and a friction block is positioned directly below the large cam at its rear end. A lever shaft is horizontally positioned at the connection point between the pull rod and the friction block, with both ends also fixed to bearings on the side support walls. When the large cam rotates, pushing the friction block downwards, the front end of the pull rod amplifies the movement distance. When the positioning slide rod is pushed upward, the upper intake and exhaust pistons can quickly separate from the lower main piston and move upward. When the intake and exhaust pistons reach their highest point, the highest point of the large cam and the friction block rotate, and the front end of the pull rod automatically falls down. The intake and exhaust pistons automatically fall back under the action of the positioning slide rod return spring. Therefore, the pull rod, friction block, lever shaft, synchronous shaft, and large cam are combined to form a double-layer piston separation actuator. The valve train of this engine is still located at the upper end, but the intake port is located on the lower side of the cylinder. It is connected to the rear end of the intake valve through an intake duct. That is to say, this engine has the intake port on the lower side of the cylinder and the exhaust port at the upper end.When the ignition starts, the main piston and the intake / exhaust piston overlap and move downwards during the power stroke. When the crankshaft arm drives the entire piston to rotate to about 155 degrees downwards, the upper intake and exhaust valves open simultaneously. The pressure inside the cylinder disappears, and the exhaust gas from combustion is ejected from the exhaust port. At this time, the lower intake port is sealed by the intake / exhaust piston. Then, the large cam driven by the synchronous shaft gradually rotates to its highest point, pushing the friction block downwards. The front end of the pull rod moves upwards, pushing the center positioning slide rod of the intake / exhaust piston upwards. This causes the upper intake / exhaust piston to quickly separate from the lower main piston and move upwards, drawing in the air-fuel mixture from the lower intake port. Simultaneously, the exhaust gas from the upper layer of the intake and exhaust pistons is discharged. When the crankshaft arm rotates to approximately 205 degrees, the intake and exhaust pistons are lifted to the top by the pull rod, completely expelling the exhaust gas and completing the intake process. At this point, both the intake and exhaust valves close simultaneously. At the same time, the highest point of the large cam on the synchronous shaft rotates past the friction block, and the front end of the pull rod naturally falls. Under the action of the positioning slide rod return spring, the intake and exhaust pistons move downwards towards the lower main motion piston. Simultaneously, the crankshaft arm continues to rotate, and the main motion piston moves upwards, closing the intake port and performing the compression stroke to top dead center. During its ascent, the main motion piston compresses the air-fuel mixture, simultaneously forcing the mixture through the through-hole conical opening of the intake and exhaust pistons into the upper space of the intake and exhaust pistons. When the main piston is about to reach top dead center, it is already in close contact with the upper intake and exhaust pistons. At this moment, the spark plug ignites, and the high-pressure gas produced by the combustion of the air-fuel mixture in the cylinder pushes the piston downward to complete the power stroke and start the next cycle. This completes one revolution of the crankshaft, thus completing one power stroke. From the perspective of crankshaft rotation, the main piston only completes two strokes: the compression stroke and the power stroke. The intake and exhaust pistons, however, complete the intake and exhaust strokes with the help of the actuator when the crankshaft arm rotates between 155 and 205 degrees. Therefore, it actually completes four strokes, achieving the fuel-saving effect of a four-stroke engine, while doubling the power. Diesel engines, however, simply draw in air and the spark plug becomes the fuel injector. It's crucial that the lower air intake port's position and size are such that it's above the main piston's sealing ring and below the intake and exhaust piston sealing rings when the crankshaft arm rotates to 155 degrees. Taking a common four-cylinder engine as an example, this allows two cylinders to ignite simultaneously for the power stroke, and the other two for the compression stroke. The result is that with one rotation of the crankshaft arm, each of the four pistons performs a power stroke once, doubling the efficiency compared to a conventional engine where the crankshaft arm rotates twice. This doubles the power output without increasing engine size, greatly benefiting automobiles and ships.

[0004] Its beneficial effects include significantly increasing the speed and load-bearing capacity of cars and ships.

[0005] Attached image description: Figure 1 This invention provides a partial structural diagram; Figure 23D schematic diagram of a double-layer piston separation actuator.

[0006] In the diagram: 1. Cylinder; 2. Main piston; 3. Intake and exhaust pistons; 4. U-shaped connecting rod; 5. Connecting rod big end; 6. Crankshaft arm; 7. Crankshaft main journal; 8. Crankshaft big end journal; 9. Piston pin; 10. Positioning slide rod; 11. Positioning guide; 12. Slide rod spring; 13. Slide rod circular ring; 14. Tapered hole; 15. Tapered cover plate; 16. Movable locking pin; 17. Exhaust valve; 18. Timing shaft; 19. Exhaust rod cam; 20. Intake rod cam; 21. Intake valve; 22. Intake guide; 23. Intake port; 24. Spark plug; 25. Pulley; 26. Friction block; 27. Lever shaft; 28. Synchronizer shaft; 29. ​​Large cam. Detailed Implementation

[0007] This invention creates a dual-cycle high-power engine (see below) Figure 1 It designs the engine piston as a double-layered structure. The lower piston, the main moving piston (2), is connected to the two small ends of the U-shaped connecting rod (4) via the piston pin (9). The large end (5) of the U-shaped connecting rod (4) is connected to the crankshaft journal (8). The upper piston is the intake and exhaust piston (3). The intake port (23) is located on the lower side of the cylinder. A double-layered piston separation actuator is also provided. Figure 2 This allows the upper intake and exhaust piston (3) to move up and down relative to the lower main motion piston (2) to achieve intake and exhaust.

[0008] The intake and exhaust piston (3) is provided with a through conical hole (14), and the conical cover plate (15) on the hole is connected to a central movable locking pin (16). The positioning slide rod (10) at the lower end of the intake and exhaust piston (3) is inserted into the positioning guide tube (11) that passes through the center of the lower main motion piston (2) and hangs in the middle of the U-shaped connecting rod.

[0009] The main moving piston (2) has a positioning guide (11) at the center of its lower end, and two slots at each end for inserting the double small ends of the U-shaped connecting rod (4). A piston pin (9) is then inserted from each of the round holes at both ends of the main moving piston (2) to connect the double small ends of the U-shaped connecting rod (4).

[0010] The aforementioned double-layer piston separation actuator is described in [reference needed]. Figure 2A synchronous shaft (28) parallel to the crankshaft is set on one side of the crankshaft arm rotation direction in the crankcase. A large cam (29) with a larger diameter is set on the synchronous shaft. The synchronous shaft (28) is fixed on the bearings of the support walls on both sides of the crankcase. The other end passes out from one side of the crankcase and is connected to the timing belt through a gear. A lever-based pull rod (25) is set below the large cam (29). The front end of the pull rod passes into the circular hanging ring (13) at the end of the positioning slide rod. A friction block (26) is set at the rear end and placed directly below the large cam (29). A lever shaft (27) is set laterally at the connection position of the pull rod (25) and the friction block (26). Both ends are also fixed on the bearings of the support walls on both sides.

[0011] The lower air inlet (23) of the cylinder is connected to the rear end of the air inlet valve (21) via an air inlet pipe (22).

Claims

1. A dual-cycle high-power engine, characterized in that: it is The engine pistons are designed as double-layered pistons. The lower piston is the main moving piston, connected to the two small ends of a U-shaped connecting rod. The upper piston is the intake and exhaust piston. The lower end of the upper intake and exhaust piston is equipped with a positioning slide rod, which is inserted into a positioning guide that passes through the center of the lower main moving piston and hangs in the middle of the U-shaped connecting rod. A return spring is fitted on the positioning slide rod, and a circular hanging ring is set at the end of the slide rod. A double-layer piston separation actuator is set up so that the upper intake and exhaust pistons can move up and down relative to the lower main moving piston to realize intake and exhaust.

2. The dual-cycle high-power engine according to claim 1 is characterized in that: the upper intake and exhaust piston has a positioning slide rod at its lower end, a conical hole with a larger upper diameter and a smaller lower diameter is provided on the piston, a conical cover plate with a larger upper diameter and a smaller lower diameter is provided on the conical hole, and the conical cover plate is connected to a movable locking pin in the center so that the conical cover plate can move upward.

3. The dual-cycle high-power engine according to claim 1, characterized in that: a positioning guide is provided at the center of the lower end of the main moving piston, and two slots are provided at each end to insert the double small ends of the U-shaped connecting rod, and a piston pin is inserted from each of the round holes at both ends of the main moving piston to connect the double small ends of the U-shaped connecting rod.

4. The dual-cycle high-power engine according to claim 1, characterized in that: the piston separation actuator is provided with a synchronous rotating shaft parallel to the crankshaft on one side of the crankcase, a large cam with a larger diameter is provided on the synchronous rotating shaft, the synchronous rotating shaft is fixed on the bearings of the support walls on both sides of the crankcase, the other end of the synchronous rotating shaft passes through one side of the crankcase and is connected to the timing belt through a gear, a lever-based actuating rod is provided below the large cam, the front end of the actuating rod passes through the circular hanging ring at the end of the positioning slide rod, a friction pressure block is provided at the rear end and placed directly below the large cam, a lever rotating shaft is provided laterally at the connection position of the actuating rod and the friction pressure block, and both ends are also fixed on the bearings of the support walls on both sides.

5. The dual-cycle high-power engine according to claim 1, characterized in that: the air intake is located on the lower side of the cylinder and is connected to the rear end of the air intake valve via an air intake duct.

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