Sliding chute and crankshaft linked engine transmission mechanism

Abstract

The invention provides a sliding chute and crankshaft linked engine transmission mechanism. The sliding chute and crankshaft linked engine transmission mechanism comprises a crankshaft 2, a connecting rod sliding chute 4 with the two ends closed, drag reduction rollers 5 and guide sliding grooves 6, wherein the crankshaft 2 is mounted on the front sidewall and the rear sidewall of a shell 1; a journal 3 of the crankshaft 2 is sleeved with the connecting rod sliding chute 4; the drag reduction rollers 5 are arranged at the two ends of the connecting rod sliding chute 4; the upper inner wall and the lower inner wall of the shell 1 are provided with the guide sliding grooves 6 of the same shape correspondingly; the drag reduction rollers 5 are arranged in the two parallel guide sliding grooves 6 correspondingly; and the chute wall of one side or the chute walls of the two sides of the connecting rod sliding chute 4 are connected with one or more connecting rods 7 and a piston or more pistons 8 of one or more air cylinders 9 to form a single-cylinder or multi-cylinder engine unit. By adopting the transmission mechanism, the output torque of an engine is increased, the lateral pressure of the pistons 8 to the air cylinders 9 is eliminated, and the conversion efficiency of the engine is improved.

Description

technical field [0001] The invention relates to a mechanical device for converting the reciprocating linear motion of the piston of an engine into a rotary motion, in particular to a conversion mechanism for the linkage between a chute and a crankshaft and a connecting rod, which replaces the existing crankshaft (handle)-connecting rod conversion mechanism. Background technique [0002] In mechanical engineering, such as piston engines, compressors and other machines that need to convert between linear reciprocating motion and circular motion, crankshaft (crank) connecting rod mechanism is generally used at present. [0003] The design and manufacture of the traditional crankshaft (handle) connecting rod mechanism has been very perfect, but there are obvious defects in both theoretical analysis and practical application: [0004] 1. The conversion efficiency of the existing crankshaft (handle) connecting rod mechanism is low. The geometric mechanism of the crankshaft (handl...

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Problems solved by technology

[0005] 2. When the gas in the cylinder is ignited, the axial force of the gas pressure along the connecting rod is decomposed into a tangential force perpendicular to the radius of the crankshaft and a normal force along the radius. The tangential force obtained after the gas pressure is decomposed is much smaller than the acting The gas pressure on the piston, the engine output torque is equal to the product of the tangential force and the radius of the crankshaft, so the torque output by the tangential force of the crankshaft is much smaller than the torque directly converted by the gas pressure acting on the piston. The above analysis shows that the crankshaft The conversion efficiency of the connecting rod mechanism to convert linear reciprocating motion into uniform circular motion is low, that is, the gas pressure outputs useful power through the crankshaft connecting rod mechanism.

[0006] 3. The swing of the connecting rod in the existing crankshaft and connecting rod mechanism causes the gas pressure acting on the piston to generate a lateral pressure acting vertically on the cylinder wall, and the lateral pressure acting on the cylinder wall causes a large lateral force between the piston and the cylinder wall. Friction not only reduces the working efficiency of the piston, but also accelerates the wear of the cylinder wall, resulting in "jamming" and making the piston unable to work;

[0007] 4. The inertial force caused by the unbalanced rotary mass and rotary motion caused by the swing of the connecting rod in the crankshaft connecting rod mechanism not only affects the output power of the engine, but also makes the engine generate greater vibration and noise;

[0008] 5. The swing of the existing crankshaft and connecting rod causes alternating impact force between the piston and the cylinder wall and the rotating contact surface, which increases the uneven friction and impact between the various components, such as the phenomenon of knocking and pulling the cylinder that occurs from time to time. affect engine performance;

[0009] 6. Due to the swing of the crankshaft and connecting rod, the piston must be set with a longer piston skirt guide

[0010] In order to overcome the defects of the above-mentioned crankshaft-connecting rod mechanism engine, many people have tried to develop a conversion mechanism that replaces the crankshaft-connecting rod mechanism from reciprocating linear motion to circular motion. At present, there is no practical conversion mechanism that can replace the crankshaft connecting rod mechanism of the engine. rod mechanism

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