Auxiliary pressurizing air pump structure of aviation two-stroke piston engine

Abstract

The utility model discloses an auxiliary pressurizing air pump structure of an aviation two-stroke piston engine, which comprises an air pump air cylinder arranged in a cylinder body, an air pump piston arranged in the air pump air cylinder and a transmission mechanism connected with the air pump piston, the transmission mechanism is connected with a crankshaft, and the crankshaft drives the air pump piston to move linearly through the transmission mechanism. The auxiliary pressurizing air pump structure of the aviation two-stroke piston engine can improve the formation of mixed gas and is beneficial to improving the combustion efficiency of the engine.

Description

Technical Field

[0001] The utility model belongs to the technical field of engines, and in particular relates to an auxiliary boosting air pump structure of an aviation two-stroke piston engine. Background Art

[0002] The main auxiliary intake measure for existing two-stroke piston engines is the supercharger structure. In addition to adding a lot of weight, the heat dissipation and lubrication of the supercharger must also be considered. The electronic supercharger will consume the power of the aircraft battery, and the mechanical supercharger is difficult to arrange on the two-stroke structure.

[0003] The existing technology has the following technical problems:

[0004] 1. Combustion efficiency: Two-stroke engines usually have low combustion efficiency due to the mixed combustion of fuel and lubricant. This mixed combustion may not fully utilize the fuel energy, reducing the thermal efficiency of the engine;

[0005] 2. Emissions: Due to incomplete combustion, two-stroke engines tend to produce more harmful emissions, including hydrocarbons, nitrogen oxides and particulate matter, which will pollute the environment;

[0006] 3. Insufficient lubrication: In the case of airless injection, the mixing ratio of lubricating oil and fuel may be difficult to accurately control, which may lead to insufficient lubrication of internal engine parts, increasing the risk of wear and failure;

[0007] 4. Maintenance requirements: Two-stroke engines may require more frequent maintenance to ensure lubrication and cleanliness, especially if there is no air entrainment system to separate the air and fuel mixture;

[0008] 5. Power output limitations: Due to the aforementioned combustion and lubrication issues, the power output of two-stroke engines is not stable and efficient enough;

[0009] 6. High fuel consumption: Due to low combustion efficiency, two-stroke engines may consume more fuel, resulting in higher operating costs.

[0010] The Chinese patent application number 202110259019.8 discloses an ignition-type supercharged two-stroke direct injection multi-combustion engine, including an engine body, a combustion chamber and a crank chamber in the engine body, a piston in the combustion chamber, a crankshaft in the crankshaft chamber and a crankshaft wheel, the crankshaft wheel is connected to the piston through a connecting rod, a spark plug, a fuel injector, and an air intake nozzle are installed on the combustion chamber wall, one end of the crankshaft passes through the crankshaft chamber and is connected to the starter transmission, and also includes an air-entrained injection device and an air compressor, the outlet end of the air-entrained injection device is connected to the fuel injector, one inlet end of the air-entrained injection device is connected to the oil pipe, the power shaft of the air compressor is connected to the crankshaft transmission, the inlet end of the air compressor is connected to the external environment, one air path pipeline at the outlet end of the air compressor is connected to the air intake nozzle, and the other air path pipeline is connected to the air-entrained injection device.

[0011] It is hoped to provide an improved auxiliary booster air pump structure for an aviation two-stroke piston engine, particularly with regard to how to improve engine combustion efficiency. Utility Model Content

[0012] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides an auxiliary booster air pump structure for an aviation two-stroke piston engine, the purpose of which is to improve the combustion efficiency of the engine.

[0013] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: an auxiliary booster air pump structure for an aviation two-stroke piston engine, including an air pump cylinder arranged in a cylinder body, an air pump piston arranged in the air pump cylinder and a transmission mechanism connected to the air pump piston, the transmission mechanism is connected to the crankshaft, and the crankshaft drives the air pump piston to move linearly through the transmission mechanism.

[0014] The transmission mechanism includes an air pump connecting rod, one end of which is connected to the air pump piston, and the other end of which is connected to the crankshaft.

[0015] The air pump connecting rod is connected to the air pump piston through a piston pin, and an elastic retaining ring for limiting the piston pin is provided on the air pump piston.

[0016] A first bearing is provided between the air pump connecting rod and the piston pin, and the first bearing is a needle roller bearing.

[0017] A second bearing is provided between the air pump connecting rod and the crankshaft, and the second bearing is a needle roller bearing.

[0018] A piston ring is provided on the air pump piston.

[0019] The air pump cylinder is embedded with a cylinder liner made of cast iron, and the air pump piston is arranged in the cylinder liner.

[0020] The auxiliary booster air pump structure of the aviation two-stroke piston engine of the utility model can improve the formation of the mixed gas, realize the full combustion of the fuel, help to improve the combustion efficiency of the engine, enhance the engine performance, reduce emissions, and reduce fuel loss. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] This manual includes the following drawings, which show the following contents:

[0022] Figure 1 This is a schematic structural diagram of the auxiliary booster air pump structure of an aviation two-stroke piston engine of the utility model;

[0023] The markings in the figure are: 1. Air pump piston; 2. Piston ring; 3. Seal; 4. Elastic retaining ring; 5. Limiting baffle; 6. Oil seal retaining ring; 7. Crankshaft oil seal; 8. First bearing; 9. Cylinder liner; 10. Piston pin; 11. Air pump connecting rod; 12. Second bearing; 13. Cam; 14. Crankshaft; 15. Third bearing; 16. Cylinder body. DETAILED DESCRIPTION

[0024] The following is a further detailed description of the specific implementation methods of the present invention by describing the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of the present invention and to facilitate its implementation.

[0025] It should be noted that in the following embodiments, the "first", "second" and "third" do not represent an absolute distinction in structure and / or function, nor do they represent a sequence of execution, but are merely for the convenience of description.

[0026] like Figure 1 As shown, the utility model provides an auxiliary booster air pump structure for an aviation two-stroke piston engine, including an air pump cylinder arranged in a cylinder body 16, an air pump piston 1 arranged in the air pump cylinder, and a transmission mechanism connected to the air pump piston 1. The transmission mechanism is connected to the crankshaft 14, and the crankshaft 14 drives the air pump piston 1 to move linearly through the transmission mechanism.

[0027] Specifically, if Figure 1 As shown, the aviation two-stroke piston engine includes a cylinder block 16 and a crankshaft 14. A crankshaft 14 chamber is provided within the cylinder block 16, and the air pump cylinder is connected to the crankshaft 14 chamber. An air entrainment injection device is mounted on the cylinder block 16. The auxiliary booster air pump structure of the aviation two-stroke piston engine of the present invention is configured to provide compressed gas to the air entrainment injection device. The compressed gas is thoroughly mixed with the fuel to form atomized particles of the mixed oil, which are ultimately injected into the combustion chamber.

[0028] like Figure 1As shown, the transmission mechanism includes an air pump connecting rod 11, one end of which is connected to the air pump piston 1, and the other end of the air pump connecting rod 11 is connected to the crankshaft 14. A cam 13 is provided on the crankshaft 14, and a pin is provided on the cam 13. The end of the air pump connecting rod 11 is provided with an axial hole for the pin to pass through, and the pin is parallel to the crankshaft 14. The air pump connecting rod 11 is connected to the air pump piston 1 via a piston pin 10. When the crankshaft 14 rotates, the cam 13 provided on the crankshaft 14 also rotates. Because the end of the air pump connecting rod 11 is rotatably connected to the cam 13, the rotation of the cam 13 drives the air pump connecting rod 11 to oscillate back and forth, and the air pump connecting rod 11 drives the air pump piston 1 to reciprocate linear motion, thereby achieving the pumping or exhausting function of the air pump cylinder, allowing air in the crankshaft 14 chamber to enter the air pump cylinder, where the gas in the air pump cylinder is compressed to form compressed gas with a certain pressure.

[0029] like Figure 1 As shown, an elastic retaining ring 4 for axially limiting the piston pin 10 is provided on the air pump piston 1, and the elastic washers are provided at both ends of the piston pin 10 in the axial direction.

[0030] like Figure 1 As shown, a first needle roller bearing 8 is installed between the air pump connecting rod 11 and the piston pin 10. A retaining plate is installed between the piston inner race and the needle roller bearing to provide a positioning function. A second needle roller bearing 12 is installed between the air pump connecting rod 11 and the pin. The needle roller bearing is a critical component in the engine that connects the piston pin 10 and the connecting rod, and the connecting rod and the crankshaft 14. Its primary function is to transmit pressure from the top of the piston to the connecting rod, and then from the connecting rod to the crankshaft 14. Its unique structure and operating principle ensure low friction and high efficiency while withstanding high loads.

[0031] like Figure 1 As shown, a piston ring 2 is provided on the air pump piston 1. The piston ring 2 is a metal elastic ring that forms a seal between the outer surface of the ring and the cylinder and one side of the ring and the ring groove through the pressure difference of gas or liquid, and plays a role in sealing, guiding and heat conduction.

[0032] like Figure 1 As shown, the air pump cylinder is embedded with a cylinder liner 9, which is made of cast iron, and the air pump piston 1 is arranged in the cylinder liner 9. This arrangement, on the one hand, facilitates the maintenance of the air pump cylinder liner 9, and on the other hand, achieves good lubrication and wear-resistant reliability requirements inside the cylinder liner 9.

[0033] The auxiliary booster air pump structure of the aviation two-stroke piston engine of the above structure has the following beneficial effects:

[0034] 1. Improve the formation of mixture: Provide compressed gas to the air-entrained injection device so that the air-entrained injection device can form a more uniform and rich mixture at the end of the compression stroke, which is beneficial to improving the combustion speed and efficiency.

[0035] 2. Optimize combustion initiation: By injecting fuel at the end of the compression stroke, it can ensure that the fuel self-ignites at a higher temperature and pressure, thereby improving the engine's starting performance and stability.

[0036] 3. Reduced emissions: More complete combustion can reduce emissions of hydrocarbons and other pollutants, helping to meet stricter environmental standards.

[0037] 4. Improve power output: Due to the improvement of combustion efficiency, the power output of the engine will also increase accordingly, especially under low speed and part load conditions.

[0038] 5. Effectively improve the problem of heavy oil starting difficulty at low temperature. The atomization effect of low-temperature heavy oil is poor. The high-pressure and high-concentration air compressed by the air pump can achieve the effect of crushing and atomizing the heavy oil, thereby improving the problem of difficult starting at low temperature.

[0039] The above description of the present invention is provided as an example, in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described method. Any non-substantial improvements made using the method concepts and technical solutions of the present invention, or any application of the above-described concepts and technical solutions of the present invention to other situations without modification, are all within the scope of protection of the present invention.

Claims

1. An auxiliary booster air pump structure for an aviation two-stroke piston engine, characterized by: It includes an air pump cylinder arranged in a cylinder body, an air pump piston arranged in the air pump cylinder and a transmission mechanism connected to the air pump piston. The transmission mechanism is connected to the crankshaft, and the crankshaft drives the air pump piston to move linearly through the transmission mechanism.

2. The auxiliary booster air pump structure for an aviation two-stroke piston engine according to claim 1, characterized in that: The transmission mechanism includes an air pump connecting rod, one end of which is connected to the air pump piston, and the other end of which is connected to the crankshaft.

3. The auxiliary booster air pump structure for an aviation two-stroke piston engine according to claim 2, characterized in that: The air pump connecting rod is connected to the air pump piston through a piston pin, and an elastic retaining ring for limiting the piston pin is provided on the air pump piston.

4. The auxiliary booster air pump structure for an aviation two-stroke piston engine according to claim 3, characterized in that: A first bearing is provided between the air pump connecting rod and the piston pin, and the first bearing is a needle roller bearing.

5. The auxiliary booster air pump structure for an aviation two-stroke piston engine according to claim 2, characterized in that: A second bearing is provided between the air pump connecting rod and the crankshaft, and the second bearing is a needle roller bearing.

6. The auxiliary booster air pump structure for an aviation two-stroke piston engine according to any one of claims 1 to 5, characterized in that: A piston ring is provided on the air pump piston.

7. The auxiliary booster air pump structure for an aviation two-stroke piston engine according to any one of claims 1 to 5, characterized in that: The air pump cylinder is embedded with a cylinder liner made of cast iron, and the air pump piston is arranged in the cylinder liner.

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