A butterfly-type internal combustion engine

Abstract

The application discloses a butterfly type internal combustion engine, comprising a working system, a regulating system, a gas distribution system and a starting system. The internal combustion engine is compact in structure, small in mechanical loss, and has a simplified structure through integration, reduced moving parts, and further reduced equipment volume through the butterfly type layout. The internal combustion engine is accurate in gas distribution, high in working efficiency, and has a linkage adjustment between the rotor motion angle and the gear number ratio of the gas distribution system, and is matched with a misaligned gas exchange structure, so that the cooperation of the gas distribution and the working action can be effectively guaranteed. The equipment is reliable and stable in operation, the electric control clutch can realize automatic power switching, the professional sealing and cooling design can significantly improve the service life of the equipment, the power transmission is efficient and flexible, different working conditions can be adapted, and the fuel economy and practical application value of the internal combustion engine are greatly improved as a whole.

Description

Technical Field

[0001] This invention relates to the field of internal combustion engine technology, and more particularly to a butterfly-shaped internal combustion engine. Background Technology

[0002] Internal combustion engines, as a primary power source, are widely used in automobiles, ships, power generation equipment, and other fields. Existing internal combustion engines are mainly divided into two categories: reciprocating piston engines and rotary engines. Reciprocating piston engines have a complex structure, many moving parts, high mechanical losses, and limited precision in valve timing. Rotary engines, on the other hand, generally suffer from problems such as easy wear of the sealing structure, poor coordination of the valve train, and insufficient reliability of the starting system. Under high-load conditions, they are prone to gas leakage and unstable power transmission, limiting their efficiency and reliability improvements. Summary of the Invention

[0003] The purpose of this invention is to provide a butterfly-shaped internal combustion engine to solve the problems mentioned in the background art. The "butterfly-shaped" designation of this invention refers to the symmetrical layout of the front structure of the power system, with four air chambers located in four directions, and the overall shape resembling the outstretched wings of a butterfly, aiming to achieve a compact structure and multi-cylinder operation.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0005] A butterfly-shaped internal combustion engine includes a power system, a regulating system, a valve train system, and a starting system. The power system includes a main cylinder and a rotor, with the rotor disposed inside the main cylinder. The relative motion angle range of the rotor within the main cylinder matches the transmission ratio of the valve train system. The regulating system includes a drive shaft, a common gear, a clutch gear, a chain, and an output shaft. The drive shaft is fixedly connected to the rotor. The common gear and clutch gear form multiple gear combinations. The drive shaft is fixedly connected to the common gear in each gear combination. The multiple gear combinations are driven by chain meshing. The clutch gear is fixedly connected to one end of the output shaft. The valve train system includes an output gear, four sets of valve train gears, and four sets of scavenging structures. The other end of the output shaft is fixedly connected to the output gear. The four sets of valve train gears... The gear meshes with the output gear for transmission. Four sets of ventilation structures are fixedly connected to four sets of air distribution gears in a one-to-one correspondence. The four sets of ventilation structures are arranged in a continuous 90° staggered manner. The starting system includes a motor, a rocker arm, an electronically controlled clutch, and a central shaft. The central shaft includes a first central shaft and a second central shaft. The electronically controlled clutch is connected in series between the motor and the rocker arm. The output end of the motor is driven by the input end of the electronically controlled clutch. The output end of the electronically controlled clutch is fixedly connected to one end of the rocker arm. The other end of the rocker arm is coaxially fixedly connected to one end of both the first and second central shafts. The other end of the first central shaft is fixedly connected to the rotor. The other end of the second central shaft is fixedly connected to the drive shaft. The electronically controlled clutch is normally open. It closes when energized during the starting phase and automatically disengages after starting.

[0006] Furthermore, the relative motion angle range of the rotor within the main cylinder is 120°.

[0007] Furthermore, the main cylinder integrates an air intake port, an exhaust port, and a spark plug, and has reserved a safety space.

[0008] Furthermore, the power system also includes a sealing structure, which includes a fixed sealing ring, a groove, and a sealing ring. The sealing ring and the groove cooperate to achieve high airtightness of the main cylinder.

[0009] Furthermore, the power system also includes a cooling channel arranged along the rotating shaft, with coolant flowing in from the upper part of the rotating shaft and flowing out from the lower part.

[0010] Furthermore, the gear ratio between the output gear and the valve train gear is 3:4.

[0011] Beneficial effects:

[0012] The internal combustion engine of this invention features a compact structure and low mechanical loss. By integrating and simplifying the structure and reducing moving parts, along with a butterfly-shaped layout, the equipment size is further reduced. This internal combustion engine offers precise valve timing and high power efficiency. The rotor's motion angle is linked to the gear ratio of the valve train, and the staggered scavenging structure effectively ensures the coordination between valve timing and power output. The equipment operates reliably and stably. The electronically controlled clutch enables automatic power switching, and the professional sealing and cooling design significantly extends the equipment's lifespan. Furthermore, the power transmission is highly efficient and flexible, adaptable to various operating conditions, and overall, it greatly improves the fuel economy and practical application value of the internal combustion engine. Attached Figure Description

[0013] Figure 1 This is a structural diagram of the work system in this invention;

[0014] Figure 2 This is a side view of the work system in this invention;

[0015] Figure 3 This is a structural diagram of the regulating system in this invention;

[0016] Figure 4 This is a front view of the clutch gear and the ordinary gear in this invention;

[0017] Figure 5 This is a structural diagram of the gas distribution system in this invention;

[0018] Figure 6 This is a structural diagram of the startup system in this invention.

[0019] The components are: 1. Rotor; 2. Cooling channel; 3. Sealing structure; 4. Output shaft; 5. Drive shaft; 6. Ordinary gear; 7. Clutch gear; 8. Chain; 9. Air distribution gear; 10. Output gear; 11. Motor output shaft; 12. Rocker arm; 13. First central shaft; 14. Electronic clutch; 15. Second central shaft. Detailed Implementation

[0020] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0021] In the description of this invention, it should be noted that the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection, an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of these terms in this invention according to the specific circumstances.

[0022] In addition, unless otherwise specified, the components used in the following embodiments are all existing components, and their corresponding connection methods can also be achieved through conventional technical means, which will not be described in detail in this application.

[0023] Example

[0024] This embodiment provides a butterfly-shaped internal combustion engine, the structure of each system of which is as follows: Figures 1 to 6 As shown. It includes a power system, a regulation system, a valve train system, and a starting system. These systems work together to achieve efficient conversion of thermal energy into mechanical energy, ensuring the stable and orderly operation of the internal combustion engine.

[0025] Specifically, such as Figure 1 As shown, the power system, viewed from the front, has a symmetrical layout with four air chambers located in the upper, lower, left, and right directions, resembling the outstretched wings of a butterfly. The power system includes a main cylinder, rotor 1, sealing structure 3, and cooling channel 2, with rotor 1 housed inside the main cylinder. The valve train system includes an output gear 10, four sets of valve train gears 9, and four sets of scavenging structures. The other end of the output shaft 4 is fixedly connected to the output gear 10. The tooth ratio of the output gear 10 to the valve train gears 9 is 3:4; specifically, the output gear 10 can be set to 24 teeth and the valve train gears 9 to 32 teeth to ensure precise valve timing. The shaft containing the output gear 10 constitutes the driving shaft for valve train operation, and the shaft containing the valve train gears 9 constitutes the driven shaft for valve train operation.

[0026] Based on the aforementioned tooth count setting, the relative motion angle 'a' of rotor 1 within the main cylinder ranges from 120°. This angle value is calculated by dividing the number of teeth on the driven valve shaft by the number of teeth on the driving valve shaft and multiplying by 90°. In this embodiment, the number of teeth on the valve train 9 is 32, and the number of teeth on the output gear 10 is 24. Therefore, the relative motion angle of the rotor is 32 ÷ 24 × 90° = 120°. It is understandable that when the tooth ratio of the valve train system changes, the relative motion angle of the rotor should be adjusted accordingly based on the relationship of dividing the number of teeth on the driven valve shaft by the number of teeth on the driving valve shaft and multiplying by 90° to meet the requirements of different operating conditions.

[0027] This angle range is precisely matched to the four-stroke cycle of intake, compression, power, and exhaust, effectively improving fuel utilization and work efficiency. The main cylinder integrates the intake port, exhaust port, and spark plug, and has reserved safety space to effectively prevent component damage caused by excessive cylinder pressure. The sealing structure 3 includes a fixed sealing ring, a groove, and a sealing ring. The sealing ring and groove cooperate to achieve high airtightness of the main cylinder, preventing fuel leakage from affecting work efficiency. The cooling channel 2 is arranged along the shaft, with coolant flowing in from the upper part of the shaft and flowing out from the lower part, continuously removing the heat generated by combustion in the cylinder, maintaining system thermal balance, and preventing component damage due to high temperature. The adjustment system includes a drive shaft 5, a standard gear 6, a clutch gear 7, a chain 8, and an output shaft 4. The drive shaft 5 is fixedly connected to the rotor 1 of the power system and can directly receive the power transmitted by the rotor 1. The standard gear 6 and the clutch gear 7 form multiple gear combinations. In practical applications, two gear combinations can be set to meet the basic speed change requirements. The drive shaft 5 is fixedly connected to the standard gear 6 in the gear combination. The multiple gear combinations are meshed and transmitted through the chain 8 to ensure the stability of power transmission. The clutch gear 7 is fixedly connected to one end of the output shaft 4 and can transmit the power adjusted by the gear set to the output shaft 4. The starting system includes an electric motor, a rocker arm 12, an electronically controlled clutch 14, and a central shaft. The central shaft includes a first central shaft 13 and a second central shaft 15. The electronically controlled clutch 14 is connected in series between the electric motor and the rocker arm 12. The output shaft 11 of the electric motor is connected to the input end of the electronically controlled clutch 14. The output end of the electronically controlled clutch 14 is fixedly connected to one end of the rocker arm 12. The other end of the rocker arm 12 is coaxially fixedly connected to one end of both the first central shaft 13 and the second central shaft 15, enabling synchronous power transmission. The other end of the first central shaft 13 is fixedly connected to the rotor 1, and the other end of the second central shaft 15 is fixedly connected to the drive shaft 5. The electronically controlled clutch 14 is normally open. It is energized and closed during the starting phase and automatically disengaged after starting, preventing the starting system from interfering with the normal operation of the internal combustion engine.

[0028] When the butterfly-shaped internal combustion engine needs to be started, the electronically controlled clutch 14 is energized to close, connecting the power transmission path between the electric motor and the rocker arm 12. The electric motor is then started, and the initial kinetic energy generated by the electric motor is transmitted to the rocker arm 12 via the electronically controlled clutch 14. The rocker arm 12 drives the first central shaft 13 and the second central shaft 15 to rotate synchronously. The first central shaft 13 drives the rotor 1 to start rotating in the main cylinder, while the second central shaft 15 drives the drive shaft 5 to rotate synchronously. At this time, the intake port in the main cylinder is opened, and the gas enters the cylinder through the intake port. When the rotor 1 rotates to the appropriate position and a stable gas-fuel mixture is formed in the main cylinder, the spark plug ignites the mixture. The thrust generated by the combustion and expansion of the mixture drives the rotor 1 to rotate continuously. The rotor 1 always maintains a relative motion angle range within the main cylinder that corresponds to the transmission ratio of the valve train. The sealing ring in the sealing structure 3 fits tightly with the groove to ensure high airtightness in the main cylinder and prevent gas leakage. The coolant in the cooling channel 2 continuously circulates, carrying away the high temperature inside the cylinder and maintaining system stability.

[0029] The power generated by the rotation of rotor 1 is transmitted to drive shaft 5. Drive shaft 5 drives ordinary gear 6 in gear combination to rotate. Multiple gear combinations are meshed and transmitted through chain 8 to realize the speed regulation of power. The regulated power is transmitted to output shaft 4 through clutch gear 7. Output shaft 4 drives output gear 10 of valve train system to rotate. Since the gear ratio of output gear 10 to valve train gear 9 is 3:4, the valve train rhythm can be precisely controlled. The four valve train gears 9 mesh and transmit power with output gear 10, thereby driving the four sets of scavenging structures to move synchronously. The four sets of scavenging structures are arranged in a 90° staggered continuous arrangement. According to the rotation position of rotor 1, the opening and closing of intake valve and exhaust valve can be precisely switched to achieve perfect coordination of intake, exhaust and power action, ensuring that fresh fuel gas is continuously replenished in the main cylinder, while timely exhaust of combustion exhaust gas. Once the internal combustion engine has started and entered normal working condition, the electronically controlled clutch 14 automatically disengages, and the electric motor stops working. At this time, the power of the internal combustion engine is entirely provided by the working system. The rotor 1 continues to rotate and transmits power to the adjustment system through the drive shaft 5. The adjustment system switches between different transmission ratios by changing the meshing object of the clutch gear 7 according to the actual working conditions, thereby adjusting the speed of the output shaft 4. The valve train system always works in coordination with the adjustment system to ensure accurate valve timing. The cooling channel 2 and the sealing structure 3 work continuously to ensure the long-term stable operation of the internal combustion engine.

[0030] Although embodiments of the present invention have been described in the specification, these embodiments are merely illustrative and should not be construed as limiting the scope of protection of the present invention. Various omissions, substitutions, and modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. A butterfly-shaped internal combustion engine, characterized in that: The system includes a power system, a regulating system, a valve train system, and a starting system. The power system includes a main cylinder and a rotor, with the rotor housed inside the main cylinder. The relative motion angle range of the rotor within the main cylinder matches the transmission ratio of the valve train system. The regulating system includes a drive shaft, ordinary gears, clutch gears, a chain, and an output shaft. The drive shaft is fixedly connected to the rotor. Multiple gear combinations are formed by the ordinary gears and clutch gears. The drive shaft is fixedly connected to the ordinary gears in these gear combinations. These multiple gear combinations are driven by chain meshing. The clutch gear is fixedly connected to one end of the output shaft. The valve train system includes an output gear, four sets of valve train gears, and four sets of scavenging structures. The other end of the output shaft is fixedly connected to the output gear. The four sets of valve train gears and the output gear… The system employs a gear meshing transmission, with four sets of venting structures and four sets of valve train gears fixedly connected in a one-to-one correspondence. The four sets of venting structures are arranged in a continuous 90° staggered configuration. The starting system includes a motor, a rocker arm, an electronically controlled clutch, and a central shaft. The central shaft includes a first central shaft and a second central shaft. The electronically controlled clutch is connected in series between the motor and the rocker arm. The output end of the motor is drive-connected to the input end of the electronically controlled clutch. The output end of the electronically controlled clutch is fixedly connected to one end of the rocker arm. The other end of the rocker arm is coaxially fixedly connected to one end of both the first and second central shafts. The other end of the first central shaft is fixedly connected to the rotor, and the other end of the second central shaft is fixedly connected to the drive shaft. The electronically controlled clutch is normally open, closing when energized during the starting phase and automatically disengaging after starting.

2. The butterfly-shaped internal combustion engine according to claim 1, characterized in that: The relative motion angle range of the rotor within the main cylinder is 120°.

3. The butterfly-shaped internal combustion engine according to claim 1, characterized in that: The main cylinder integrates an air intake port, an exhaust port, and a spark plug, and also has a reserved safety space.

4. A butterfly-shaped internal combustion engine according to claim 1, characterized in that: The power system also includes a sealing structure, which includes a fixed sealing ring, a groove, and a sealing ring. The sealing ring and the groove cooperate to achieve high airtightness of the main cylinder.

5. A butterfly-shaped internal combustion engine according to claim 1, characterized in that: The power system also includes a cooling channel arranged along the rotating shaft, with coolant flowing in from the upper part of the rotating shaft and flowing out from the lower part.

6. A butterfly-shaped internal combustion engine according to claim 1, characterized in that: The gear ratio between the output gear and the valve train is 3:4.

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