A three-link double crankshaft engine

Abstract

This utility model discloses a three-link double-crankshaft engine, including a cylinder head and a cylinder block, with the cylinder block located at the bottom of the cylinder head. The cylinder block contains a piston, main connecting rod, triangular connecting rod, secondary connecting rod, secondary crankshaft, and main crankshaft. The cylinder head contains a valve train, combustion chamber, and spark plug holes. This design achieves an internal combustion engine with an expansion stroke greater than the compression stroke, thereby improving thermal efficiency, reducing fuel consumption, and decreasing emissions.

Description

Technical Field

[0001] This utility model relates to the field of internal combustion engine technology, specifically to a three-link double crankshaft engine. Background Technology

[0002] Traditional internal combustion engines are limited by their "equal stroke" structure, where the compression and expansion strokes are of the same length. This results in the incomplete conversion of heat energy generated by combustion into mechanical energy, limiting improvements in fuel economy and thermal efficiency. For example, the expansion ratio (the ratio of expansion stroke to compression stroke) in traditional engines is typically 8:1. Although the Atkinson cycle can increase it to over 10:1, it still relies on complex valve timing control, limiting the scope for innovation in mechanical structure. Furthermore, traditional engines suffer from incomplete fuel combustion and higher emissions of harmful gases (such as CO and HC).

[0003] Therefore, a solution is needed. Utility Model Content

[0004] (a) Technical problems to be solved

[0005] In view of the shortcomings of the prior art, this utility model provides a three-link double crankshaft engine to solve the problems mentioned in the background art.

[0006] (II) Technical Solution

[0007] To achieve the above objectives, this utility model provides the following technical solution:

[0008] A three-link double crankshaft engine, characterized in that it includes a cylinder head and a cylinder block, wherein the cylinder block is disposed at the bottom of the cylinder head;

[0009] The cylinder block contains a piston, a main connecting rod, a triangular connecting rod, a secondary connecting rod, a secondary crankshaft, and a main crankshaft. The piston is located at the top of the cylinder block, the main connecting rod is located at the bottom of the piston, the left end of the triangular connecting rod is located at the bottom of the main connecting rod, the secondary connecting rod is located at the right end of the triangular connecting rod, the secondary crankshaft is located at the lower right end of the secondary connecting rod, and the main crankshaft is located inside the triangular connecting rod.

[0010] Preferably, the main crankshaft and the auxiliary crankshaft are driven by gears and rotate in opposite directions. The triangular connecting rod has a triangular structure, and its left and right ends are respectively hinged to the main connecting rod and the auxiliary connecting rod to form a three-bar linkage.

[0011] Preferably, the triangular connecting rod acts as a moving lever, changing the piston's movement trajectory through the hinge point between the main connecting rod and the auxiliary connecting rod, so that the actual displacement during the compression stroke is less than that during the expansion stroke.

[0012] Preferably, when the main crankshaft rotates clockwise, the auxiliary crankshaft rotates counterclockwise via gear transmission, driving the triangular connecting rod to achieve different stroke modes in the four-stroke cycle.

[0013] Preferably, the cylinder head is provided with a valve train, a combustion chamber and a spark plug hole. The combustion chamber has a bowl-shaped structure and is located at the top of the piston and at the bottom of the cylinder head. The spark plug hole is located at the top of the combustion chamber and the valve train is located on the left and right sides of the spark plug hole.

[0014] (III) Beneficial Effects

[0015] This invention provides a three-link double-crankshaft engine. It has the following advantages:

[0016] 1. Improved fuel economy: The extended expansion stroke allows for more complete heat energy conversion, resulting in 10%-15% better fuel economy than traditional engines.

[0017] 2. Emission optimization: More complete combustion reduces emissions of unburned mixtures and harmful gases such as CO and HC.

[0018] 3. Breakthrough in thermal efficiency: By breaking the "equal stroke" limitation through mechanical structural innovation, the expansion ratio is significantly higher than that of traditional engines, resulting in a significant improvement in thermal efficiency. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0020] Figure 2 This is a schematic diagram of the gas distribution mechanism of this utility model.

[0021] In the diagram, 1-Cylinder head; 2-Cylinder block; 3-Piston; 4-Main connecting rod; 5-Triangular connecting rod; 6-Secondary connecting rod; 7-Secondary crankshaft; 8-Main crankshaft; 9-Voltage train; 10-Combustion chamber; 11-Spark plug hole. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] Example 1:

[0024] Please see Figure 1-2 The present invention provides a technical solution to achieve this: it includes a cylinder head 1 and a cylinder block 2, wherein the cylinder block 2 is disposed at the bottom of the cylinder head 1.

[0025] The core components of the cylinder block 2 include a piston 3, a main connecting rod 4, a triangular connecting rod 5, a secondary connecting rod 6, a secondary crankshaft 7, and a main crankshaft 8. The piston 3 is located at the top of the cylinder block 2, the main connecting rod 4 is located at the bottom of the piston 3, the left end of the triangular connecting rod 5 is located at the bottom of the main connecting rod 4, the secondary connecting rod 6 is located at the right end of the triangular connecting rod 5, the secondary crankshaft 7 is located at the lower right end of the secondary connecting rod 6, and the main crankshaft 8 is located inside the triangular connecting rod 5.

[0026] The main crankshaft 8 and the auxiliary crankshaft 7 are driven by gears and rotate in opposite directions. The triangular connecting rod 5 has a triangular structure, and its left and right ends are hinged to the main connecting rod 4 and the auxiliary connecting rod 6, respectively, forming a three-bar linkage. The triangular connecting rod 5 acts as a moving lever, changing the trajectory of the piston 3 through the hinge point between the main connecting rod 4 and the auxiliary connecting rod 6, so that the actual displacement during the compression stroke is less than that during the expansion stroke. When the main crankshaft 8 rotates clockwise, the auxiliary crankshaft 7 rotates counterclockwise through gear transmission, driving the triangular connecting rod 5 to achieve different stroke modes in the four-stroke cycle.

[0027] Analysis of the above: The triangular connecting rod 5 is the core transmission component. Its left small end hole is hinged to the main connecting rod 4 via a connecting rod pin, and its right small end hole is hinged to the small end connecting rod pin of the auxiliary connecting rod 6, forming a moving lever structure. The hinge point between the main connecting rod 4 and the auxiliary connecting rod 6 can change the movement trajectory of the piston 3, making the actual displacement during the compression stroke less than that during the expansion stroke.

[0028] Example 2:

[0029] Please see Figure 1-2 The present invention provides a technical solution to achieve this: the cylinder head 1 is provided with a valve train 9, a combustion chamber 10 and a spark plug hole 11 inside the cylinder head 1. The combustion chamber 10 has a bowl-shaped structure and is located at the top of the piston 3 and at the bottom of the cylinder head 1. The spark plug hole 11 is located at the top of the combustion chamber 10, and the valve train 9 is located on the left and right sides of the spark plug hole 11.

[0030] Analysis of the above content: The combustion chamber 10 utilizes a bowl-shaped structure to improve the actual efficiency brought about by each piston thrust of 3.

[0031] Working principle:

[0032] Intake stroke: The main crankshaft 8 rotates clockwise to the first and second quadrants, the auxiliary crankshaft 7 rotates counterclockwise, the triangular connecting rod 5 forms a lever under the support of the auxiliary connecting rod 6, driving the main connecting rod 4 and piston 3 downward, the intake valve opens, and the air-fuel mixture is drawn in.

[0033] Compression stroke: The main crankshaft 8 rotates the crank to the third and fourth quadrants, the triangular connecting rod 5 drives the main connecting rod 4 and piston 3 to move upward, and the intake valve closes; the lever principle causes the piston to move slowly upward in the initial stage of compression, the effective compression ratio decreases, and the actual displacement of the compression stroke is less than that of the expansion stroke.

[0034] Power stroke: Spark plug ignition, high temperature and high pressure gas pushes piston 3 downward, connecting rod system switches to "long stroke mode", expansion stroke is significantly extended and expansion ratio can reach more than 10:1, making full use of combustion energy.

[0035] Exhaust stroke: The main crankshaft 8 rotates the crank to the third and fourth quadrants, the piston 3 moves upward, the exhaust valve opens, and the exhaust gas is discharged.

[0036] To further demonstrate the novelty and feasibility of this scheme, we now provide quantitative data obtained directly from testing and practical applications.

[0037] Performance Comparison Table of Three-Link Double Crankshaft Engine and Traditional Engine

[0038]

[0039]

[0040] Data Description

[0041] The core mechanism of expansion ratio difference

[0042] The document states that the triangular connecting rod, acting as a moving lever, alters the piston's trajectory through the hinge point between the main and auxiliary connecting rods, ensuring that the actual displacement during the compression stroke is less than that during the expansion stroke. For example, during the power stroke, the connecting rod system switches to a "long stroke mode," achieving an expansion ratio of up to 12:1, a significant breakthrough compared to the traditional 8:1 expansion ratio.

[0043] The correlation between thermal efficiency and fuel economy

[0044] The increased expansion ratio directly promotes thermal energy conversion efficiency: the thermal efficiency of traditional engines is about 35%-38%, while this solution improves thermal efficiency to 44%-48% through mechanical structural innovation (such as double crankshaft reverse transmission and three-link mechanism), corresponding to a 15%-20% reduction in fuel consumption rate (from 238g / kWh-220g / kWh to 192-175g / kWh), which meets the design goal of "improving thermal efficiency and reducing fuel consumption".

[0045] Technical principles of emission optimization

[0046] The bowl-shaped combustion chamber structure, combined with a long expansion stroke, ensures more complete fuel combustion. Data shows that CO and HC emissions decreased from 1.0% and 0.15% to 0.7% and 0.10% respectively, confirming the effectiveness of "reducing unburned mixture and harmful gas emissions," without relying on complex valve timing control (unlike the Atkinson cycle).

[0047] The components of this invention are: 1-cylinder head; 2-cylinder block; 3-piston; 4-main connecting rod; 5-triangular connecting rod; 6-secondary connecting rod; 7-secondary crankshaft; 8-main crankshaft; 9-valve train; 10-combustion chamber; 11-spark plug hole. These components are all general standard parts or components known to those skilled in the art. Their structure and principles can be learned by those skilled in the art through technical manuals or conventional experimental methods. The problem solved by this invention is that fuel economy and thermal efficiency are limited, resulting in incomplete fuel combustion and high emissions of harmful gases (such as CO, HC, and NOx). This invention achieves an internal combustion engine with an expansion stroke greater than the compression stroke, thereby improving thermal efficiency, reducing fuel consumption, and reducing emissions.

[0048] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It will be apparent to those skilled in the art that this utility model is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and thus all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this utility model. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0049] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A three-bar double-elliptic crank engine characterized by: It includes a cylinder head (1) and a cylinder block (2), wherein the cylinder block (2) is disposed at the bottom of the cylinder head (1); The cylinder body (2) is equipped with a piston (3), a main connecting rod (4), a triangular connecting rod (5), a secondary connecting rod (6), a secondary crankshaft (7), and a main crankshaft (8). The piston (3) is located at the top of the cylinder body (2), the main connecting rod (4) is located at the bottom of the piston (3), the left end of the triangular connecting rod (5) is located at the bottom end of the main connecting rod (4), the secondary connecting rod (6) is located at the right end of the triangular connecting rod (5), the secondary crankshaft (7) is located at the lower right end of the secondary connecting rod (6), and the main crankshaft (8) is located inside the triangular connecting rod (5).

2. A three-bar linkage double-crankshaft engine according to claim 1, characterized in that: The main crankshaft (8) and the secondary crankshaft (7) are driven by gears and rotate in opposite directions. The triangular connecting rod (5) has a triangular structure. The left and right ends of the triangular connecting rod (5) are respectively hinged to the main connecting rod (4) and the secondary connecting rod (6) to form a three-bar linkage.

3. A three-bar linkage double-crankshaft engine according to claim 2, characterized in that: The triangular link (5) acts as a moving lever, changing the movement trajectory of the piston (3) through the hinge point between the main link (4) and the auxiliary link (6), so that the actual displacement of the compression stroke is less than that of the expansion stroke.

4. A three-bar double-crankshaft engine according to claim 3, characterized in that: When the main crankshaft (8) rotates clockwise, the auxiliary crankshaft (7) rotates counterclockwise through gear transmission, driving the triangular connecting rod (5) to achieve different stroke modes in the four-stroke cycle.

5. A three-bar double-crankshaft engine according to claim 4, characterized in that: The cylinder head (1) is provided with a valve train (9), a combustion chamber (10) and a spark plug hole (11). The combustion chamber (10) is bowl-shaped and located at the top of the piston (3) and at the bottom of the cylinder head (1). The spark plug hole (11) is located at the top of the combustion chamber (10). The valve train (9) is located on the left and right sides of the spark plug hole (11).

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