CN103306727A - Gearbox used for V-shaped multi-cylinder aerodynamic engine - Google Patents
Gearbox used for V-shaped multi-cylinder aerodynamic engine Download PDFInfo
- Publication number
- CN103306727A CN103306727A CN2012100634737A CN201210063473A CN103306727A CN 103306727 A CN103306727 A CN 103306727A CN 2012100634737 A CN2012100634737 A CN 2012100634737A CN 201210063473 A CN201210063473 A CN 201210063473A CN 103306727 A CN103306727 A CN 103306727A
- Authority
- CN
- China
- Prior art keywords
- gear
- cam shaft
- cam
- left bank
- exhaust cam
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Landscapes
- Exhaust Gas After Treatment (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
The invention relates to a gearbox used for a V-shaped multi-cylinder aerodynamic engine. The aerodynamic engine comprises an engine body (1), a controller (6) and a high-pressure gas tank group, wherein a front gearbox comprises a polygonal cover (1300), a crankshaft gear (1030), a right exhaust cam shaft bridge gear (1040), a left exhaust cam shaft bridge gear (1310), an air inlet cam shaft bridge gear (1050), a right exhaust cam shaft gear (1060) and a left exhaust cam shaft gear (1230), wherein the left exhaust cam shaft gear (1230) and the right exhaust cam shaft gear (1060) are respectively arranged at the left side and the right side of the crankshaft gear (1030); and the crankshaft gear (1030) is fixedly connected with one end of a crankshaft (1020) passing through the polygonal cover (1300), so as to transfer the rotation of the crankshaft.
Description
Technical field
The present invention relates to the device that a kind of motor is used, in particular to a kind of gear-box for V-type multi-cylinder air-powered motor.
Background technique
Motor is widely used in all trades and professions, the Modern Traffic means of transportation such as automobile, steamer etc. in, generally adopt with the piston internal-combustion engine of fuel oil as power source.This employing fuel oil is insufficient because of oil inflame on the one hand as the motor of power source, so that contain a large amount of harmful matters and befouling environment in the gas of discharging, on the other hand because the fuel oil that uses is to refine to obtain from oil, petroleum resources day by day in short supply so that the development of fuel engine and utilization are subject to increasing restriction.Therefore develop new, clean, free of contamination alternative energy source, perhaps reduce as much as possible fuel consume, reduce discharging and become urgent problem in the development of engine, just in time satisfied this requirement with pressurized air as the air-powered motor of power source.
Study the earliest the Designer Guy Negre for French MDI company of compressed-air power engine, he released the pure aerodynamic Domestic bridge car of first item in 2002.About the visible FR2731472A1 of the research of compressed air engine, US6311486B1, US20070101712A1 etc.
FR2731472A1 discloses a kind of motor that can work under fuel supply and two kinds of patterns of pressurized air supply, adopt conventional fuel such as gasoline or diesel oil at expressway, in low speed particularly urban district and suburbs, pressurized air (or other any on-contaminated pressurized gass) is injected the firing chamber.Although this motor has partly reduced fuel consumption, owing to still having adopted fuel oil mode of operation, emission problem still to fail to solve.
For further pollution abatement, US6311486B1 discloses a kind of pure air-powered motor, such motor has adopted three independently chambers: air-breathing-pressing chamber, expansion exhaust chamber and constant volume firing chamber, and air-breathing-pressing chamber is connected to the constant volume firing chamber by valve, and the constant volume firing chamber is connected to the expansion exhaust chamber by valve.One of problem of this motor is that time of experiencing from air-breathing-pressing chamber to the expansion exhaust chamber of pressurized gas is longer, the power source gas time that obtains the driven plunger acting is longer, simultaneously, fail to be used from the pressurized gas that the expansion exhaust chamber is discharged, this has just limited working efficiency and the single aeration continuous working period of this class motor.
Domestic research to compressed air engine is started late, present research belongs to theoretic discussion and conceptual phase more, all fail to solve compressed-air actuated discharging and (usually have higher pressure, such as about 30bar) and control and the allocation problem of high pressure air, the commercialization process of tripping contracting air engine is had got long long way to go.
The application's claimant discloses a kind of air power engine assembly that can be used for transport facility in its patent documentation CN101413403 A (its international application of the same clan is WO2010051668 A1), this motor comprises gas holder, air distributor, engine body, clutch, clutch, automatic transmission, differential mechanism and places the interior turbo dynamo of exhaust chamber.This motor utilizes compressed air to do work and does not use any fuel, does not therefore have toxic emission, realized " zero-emission ", and recycling waste gas generates electricity, and has saved the energy, has reduced cost.But this motor is based on traditional four stroke engine, every rotation 720 degree of bent axle, and piston does work once.And can the pushing piston acting can be in entering cylinder the time as the high-pressure air of power source, then discharging, namely the stroke of compressed air engine is actual is air inlet-expansion stroke and discharge stroke.Obviously, the disclosed this four-stroke compressed air engine of patent documentation CN101413403 A has been wasted effective expansion stroke greatly, has limited the efficient of motor.And the tail gas of this motor is failed recycling well, needs enough large gas holder deposit high-pressure air could work the sufficiently long time.
Based on the existing problem of patent application CN101413403 A, the application's claimant is to disclose a kind of compressed air engine assembly with tail gas recycling loop in the application of China of 201110331809.9 at its application number, and this motor comprises cylinder, cylinder cap system, air inlet pipeline, gas exhaust piping, piston, connecting rod, bent axle, exhaust cam shaft, admission cam shaft, front gear box system and rear gear box.This motor utilizes compressed air to do work and does not use any fuel, does not therefore have toxic emission, realized " zero-emission ", and recycling waste gas does work, and has saved the energy, has reduced cost.But this motor is In-line multi-cylinder engine, in each the controller valve port in the controller controller valve only is installed, in the situation that the motor overall length is certain, has limited cylinder cylinder number, thereby has limited the gross output of motor.Obviously, No. 201110331809.9 the disclosed this in-line multi-cylinder air-powered motor gross output of application is not high, and the configuration of motor still is worth exploring.
The mechanism that aforesaid Research Literature all transmits and distributes less than the concrete bent axle power that proposes air-powered motor is especially for two-stroke V-type multi-cylinder air-powered motor.The present invention aims to provide a kind of gear-box for V-type multi-cylinder air-powered motor, with the interlock of the intake and exhaust cam axle of realizing two-stroke V-type multi-cylinder air-powered motor, thereby realizes air inlet and the exhaust of multicylinder engine.
Summary of the invention
According to a preferred embodiment of the invention, provide a kind of gear-box for V-type multi-cylinder air-powered motor, described air-powered motor: engine body, two exhaust casings, bent axle, exhaust cam shaft, admission cam shaft about it comprises; Controller, it comprises high-pressure common rail constant voltage pipe, controller unit and intake cam shaft housing, this intake cam shaft housing holds described admission cam shaft, this admission cam shaft actuator control device; The high pressure gas holder group, it is communicated with external aerator by pipeline; Described front gear box comprises: polygonal lid, crankshaft gear, right exhaust cam shaft carrier gear, left bank gas cam idle gear, admission cam shaft carrier gear, right exhaust cam shaftgear and left bank gas camshaft gear wheel; Wherein, described left bank gas camshaft gear wheel and right exhaust cam shaftgear are located at respectively the arranged on left and right sides of crankshaft gear, and crankshaft gear is fixedly connected with bent axle one end that passes the polygonal lid, to transmit the rotation from bent axle.
Preferably, the below of described crankshaft gear is provided with transmission gear of engine oil pump, rotates to drive oil pump.
Preferably, above described crankshaft gear, be disposed with from left to right described left bank gas camshaft gear wheel, described left bank gas cam idle gear, described admission cam shaft carrier gear, described right exhaust cam shaft carrier gear and described right exhaust cam shaftgear; Described left bank gas cam idle gear and described right exhaust cam shaft carrier gear are separately positioned on the arranged on left and right sides of described crankshaft gear and mesh with described crankshaft gear respectively.
Preferably, the outside, left side at described left bank gas cam idle gear, be provided with described left bank gas camshaft gear wheel engageablely, the line of described crankshaft gear, described left bank gas cam idle gear and described left bank gas camshaft gear wheel is the first straight line, this first straight line and horizontal plane oblique.
Preferably, the outside, right side at described right exhaust cam shaft carrier gear is provided with described right exhaust cam shaftgear engageablely; The line of the separately center of rotation of described crankshaft gear, described right exhaust cam shaft carrier gear and described right exhaust cam shaftgear is the second straight line, this second straight line and horizontal plane oblique.
Preferably, directly over described crankshaft gear, be provided with described admission cam shaft carrier gear and described intake cam shaftgear; Described admission cam shaft carrier gear is located between described left bank gas cam idle gear and the described right exhaust cam shaft carrier gear, and while and these two carrier gear outer gearings, and wherein, described admission cam shaft carrier gear does not directly mesh with described crankshaft gear.
More preferably, the line of the separately center of rotation of described crankshaft gear, described admission cam shaft carrier gear and described intake cam shaftgear is the 3rd straight line, the 3rd straight line is vertical with horizontal plane substantially, and described the first straight line and described the second straight line are distributed in the 3rd straight line both sides substantially symmetrically.
Further, described left bank gas camshaft gear wheel directly is fixedly connected on the described left bank gas camshaft, described right exhaust cam shaft direct geared is fixedly connected on the described right exhaust cam shaft, described admission cam shaft direct geared is fixedly connected on the described admission cam shaft, and it is driven jointly by described left bank gas cam idle gear, described right exhaust cam shaft carrier gear and described admission cam shaft carrier gear three.
In preferred enforcement, equal and opposite in direction, the number of teeth of described crankshaft gear, described left bank gas camshaft gear wheel and described right exhaust cam shaftgear are identical; Equal and opposite in direction, the number of teeth of described left bank gas cam idle gear, described right exhaust cam shaft carrier gear and described admission cam shaft carrier gear are identical.
Preferably, the number of teeth of described crankshaft gear is made as 41, and the external diameter of gear is made as 153 millimeters.
In a preferred embodiment, described admission cam shaft carrier gear rotatably is connected on the air inlet bearing stationary axle by the admission cam shaft bridging bearing, described right exhaust cam shaft carrier gear rotatably is connected to right exhaust bearing stationary axle by right exhaust cam shaft bridging bearing, and described left bank gas cam idle gear rotatably connects left bank gas bearing stationary axle by left bank gas camshaft bridging bearing.
According to another aspect of the present invention, be provided with the pressurized air heating equipment in the upstream of the downstream of described high pressure gas holder group, described controller, heating from the pressurized air of high pressure gas holder group, to improve the temperature of air inlet.
Preferably, described about two exhaust casings contain respectively 6 or 4 cylinders, the cylinder cap of each cylinder has 4 outlet valves and 1 gas larynx.
Description of drawings
To describe now according to preferred but nonrestrictive embodiment of the present invention, these and other features of the present invention, aspect and advantage will become apparent when reading with reference to the accompanying drawings following detailed description, wherein:
Fig. 1 is the general illustration according to V-type multi-cylinder air-powered motor of the present invention;
Fig. 2 be among Fig. 1 according to the three-dimensional stravismus perspective view that removes the V-type multi-cylinder air-powered motor body after controller, cylinder and the cylinder head of the present invention;
Fig. 3 be among Fig. 1 engine body laterally cut open the side view of getting, it comprises the cross section of cylinder, cylinder head and controller;
Fig. 4 is the exhaust cam shaft structure schematic diagram among Fig. 2;
Fig. 5 is the bent axle modular construction schematic diagram among Fig. 2;
Fig. 6 is the perspective view of the controller for V-type multi-cylinder air-powered motor of the present invention;
Fig. 7 is the longitudinal cross-section view of the controller among Fig. 6;
Fig. 8 is the lateral cross side view of the controller among Fig. 6;
Fig. 9 is the admission cam shaft structure schematic diagram among Fig. 2;
Figure 10 A is the perspective view that is used for the gear-box of V-type multi-cylinder air-powered motor;
Figure 10 B is the plan view of Figure 10 A;
Figure 10 C is the side view of Figure 10 A.
Embodiment
The following description only is exemplary and be not in order to limit the disclosure, application or purposes in essence.Should be understood that, in whole accompanying drawings, corresponding reference character represents identical or corresponding parts and feature.
With reference now to Fig. 1,, Fig. 1 is the general illustration according to V-type multi-cylinder air-powered motor of the present invention.In Fig. 1, V-type multi-cylinder air-powered motor comprises engine body 1, multicolumn body power distribution device 2, power equipment 4, controller system 6, air compressor 7, condenser 11, tail gas recycle tank 9, high pressure gas holder group 13, constant-pressure tank 16, pressurized air heating equipment 101, air inlet control series flow control valve 23, electronic control unit ECU 29, pressure-limit valve 702, sequence valve 703.As shown in Figure 1, high pressure gas holder group 13 is connected with external gas station or external aerator by compressed air inlet pipeline 14, to obtain required high pressure air from the external world.Compressed air inlet pipeline 14 is provided with flowmeter A, pressure meter P and manual switch (not shown).Flowmeter A is used for measurement and monitoring and enters the compressed-air actuated flow of high pressure gas holder group 13, and pressure meter P enters the compressed-air actuated pressure of high pressure gas holder group 13 for measurement and monitoring.When needs carry out aerating by external aerator or gas station to high pressure gas holder group 13, open manual switch, high pressure air enters high pressure gas holder group 13, when the flowmeter A on the compressed air inlet pipeline 14 and pressure meter P reach specified value, close manual switch, finish the gas replenishment process of high pressure gas holder group 13, so just can obtain under the rated pressure pressurized air such as 30MPa.In order to guarantee the Safety performance of gas holder, one, two or more safety valve (not shown) can be set on high pressure gas holder group 13.
High pressure gas holder group 13 can be to have one, two, three, four of enough capacity or more high pressure gas holder to combine with the form of serial or parallel connection, according to the actual demand of application, determines the composition gas tank number of high pressure gas holder group 13.High pressure gas holder group 13 is connected to constant-pressure tank 16 by pipeline 15, is provided with equally flowmeter A and pressure meter P and the reduction valve 701 of monitoring respectively and control compressed air require and pressure on the pipeline 15.The high pressure air that reduction valve 701 is used for high pressure gas holder group 13 is provided reduces pressure, and is sent to constant-pressure tank 16 with suitable pressure.Constant-pressure tank 16 is used for stablizing the pressure from the high-pressure air of high pressure gas holder group 13, and its pressure is a little less than the pressure in the high pressure gas holder group 13, such as between 21-25MPa, preferably about 21MPa.
Describe now air inlet control series flow control valve 23 in detail.The effect of air inlet control series flow control valve 23 is to decide the pressurized air air inflow according to the opening time of the command signal control solenoid valve of electronic control unit ECO 29.Because solenoid valve has decompression, it has just formed series flow control valve with the combination of decompression pressure regulator valve, thereby can be with the adjustment of rotational speed of motor in a suitable scope.Control signal 26 controls that air inlet control series flow control valve 23 is sent by ECU 29.On engine body 1, optionally be provided with multiple sensors, such as the oily potentiometer of door of the velocity transducer of measuring engine speed, the position transducer of judging the cylinder top dead center position and decision gate oil pedal position, it can also be the temperature transducer of measuring the engine body temperature.According to exemplary embodiment of the present invention, show velocity transducer 24 and/or the oily potentiometer 242 of door.Velocity transducer 24 can be to measure the various velocity transducers of engine speed in the prior art, and usually is arranged on the bent axle 1020.The oily potentiometer 242 of door can be the various position transducers of measuring accelerator pedal position in the prior art, and it is arranged on an oily pedal position place usually.In the occasion of non-vehicle application, the oily potentiometer of door that is similar to pedal position can be engine load sensor, selects the position transducer of knob etc. such as the electric current of control generation current size in the torque sensor of monitoring engine output torque, the occasion of generating electricity.ECU 29 is according to the signal of various sensors, such as any one or two in the position signal of the rate signal of velocity transducer 24 and the oily potentiometer 242 of door, send control signal 26 through calculation process, control signal 26 control air inlet control series flow control valves, thereby can realize high speed, middling speed, the low speed needs of air inlet control series flow control valve, thus corresponding to high speed, the middling speed of motor with slowly run.
Control the high pressure air of series flow control valve through pressure duct ramp metering device system 6 through air inlet, and provide high pressure air by controller system 6 to each cylinder of engine body 1, such as the pressure between about 7-18MPa, be preferably 9-15MPa, more preferably be 11-13MPa, to drive engine piston 1140 at cylinder body 3008 interior reciprocating (with reference to figure 2), and the rotatablely moving of the bent axle 1020 that the to-and-fro motion of piston 1140 is transformed into via connecting rod 1100, thereby satisfy requirement under the various operating modes of motor.The concrete structure of controller system 6 will describe in detail later.
Continuation is with reference to figure 1, and the rotational motion of exporting from engine body 1 is assigned to application apparatus through multicolumn body power distribution device 2, and as shown in fig. 1, application apparatus comprises air compressor 7, power equipment 4.Air compressor 7 can be traditional vane compressor and piston compressor etc., also can be claimant's disclosed pressurization device in patent documentation (CN 201261386Y) of the application.Power equipment 4 can be transmission system, generator or transmission system etc.Multicolumn body power distribution device 2 can be fixedly connected with the flywheel on the bent axle 1020, also can be by being connected with bent axle such as the link that is coupling.Multicolumn body power distribution device 2 is divided into two-way with power, and one the road distributes to power equipment 4, and air compressor 7 is distributed on another road.Power equipment 4 is connected with multicolumn body power distribution device 2 by the connection set of clutch 3 or similar functions, and air compressor 7 is by for example being that the coupling 5 of gearing is connected with multicolumn body power distribution device 2.When engine operation, the multicolumn body power distribution device 2 that rotarily drives of bent axle 1020 turns round, and then power is distributed to respectively power equipment 4 and air compressor 7, thereby drives power equipment 4 and air compressor 7 work.The Chinese patent application 201110331831.3 and 201110373185.7 of the application's claimant before it described structure and the structure of multicolumn body power distribution device in detail, at this, the full text of these two applications is incorporated herein by reference, so that multicolumn body power distribution device is disclosed.
Because compressed air engine of the present invention is directly driven by high-pressure air, in the process of crankshaft rotating 0-180 degree, 1140 motions of high pressure air drives piston, when piston arrives moves upward because of inertia after bottom dead center, bent axle is rotated further 180 degree-360 degree, motor carries out exhaust stroke, the gas of exhaust this moment still has higher pressure, for example be about 3MPa, Exhaust Gas with elevated pressures directly is discharged to and easily forms on the one hand high pressure exhaust gas stream in the atmosphere, cause the tail gas noise, on the other hand loss the energy that contains of pressurized air.Therefore, be an imperative key technology to the tail gas recycling of compressed air engine.Additional pressurized air loop structure of the present invention is summarized as follows:
The tail gas of discharging from the discharge header 27 of engine body 1 20 is transported to tail gas recycle tank 9 by the road.Pipeline 8 between tail gas recycle tank 9 and the air compressor 7 is provided with flowmeter A and pressure meter P, with flow and the pressure of the tail gas after examination and controlling compresses through air compressor 7 respectively.Increased significantly through its pressure of tail gas after air compressor 7 compressions, usually can be reached about 10 MPa to approximately between the 25MPa.Tail gas after air compressor 7 will compress divides two-way that engine body 1 is replenished the supply.Downstream part at pipeline 705 is provided with branch line 704 and 10, pipeline 10 leads to high pressure gas holder group 13, when the tail gas pressure after air compressor 7 superchargings during greater than 15MPa, it for example is the pressure-limit valve of 15MPa that supercharging tail gas is set as by cracking pressure, after being set in condenser 11 coolings on the pipeline 10, send into high pressure gas holder group 13 subsequently, perhaps again by entering high pressure gas holder group 13 after the exhaust gas filter (not shown).Pipeline 704 is provided with sequence valve 703, when the tail gas pressure after air compressor 7 superchargings during less than 15MPa, supercharging tail gas by the pressure limiting pressure setting for for example being that (this sequence valve is opened during less than 15MPa at suction pressure for the sequence valve of 15MPa, at suction pressure autoshutdown during greater than 15MPa), enter constant-pressure tank 16 through pipeline 704 subsequently.In alternative, can according to actual needs, set the cracking pressure of pressure-limit valve and the closing pressure of sequence valve.For example can be any pressure between the 7Ma to 20MPa.Preferably, be 10,12,15,17, among the 20MPa any one.Can alternatively also can the one-way valve (not shown) be set the pipeline between condenser 11 and high pressure gas holder group 13, only allow the unidirectional inflow high pressure gas holder of the clean tail gas group 13 after the supercharging.Thus, the high pressure air that be used for to drive engine piston 1140 after acting its quite a few be recovered to the high pressure gas holder group after by the supercharging purification of additional pressurized air loop (comprising pressure-limit valve, sequence valve, tail gas recycle tank, air engine, condenser and the connecting pipeline between them), thereby realized the recycling of tail gas.The existence that replenishes the pressurized air loop has not only considerably solved the problem of noise pollution that the direct exhaust atmosphere of the tail gas (being generally about 3MPa) with equivalent pressure causes, and has effectively reduced the volume requirements problem to large capacity high gas tank group 13.In other words, for the high pressure gas holder group 13 of giving constant volume, the existence that replenishes the pressurized air loop has increased the continuous working period of compressed air engine greatly, in the traffic tool or power generating equipment that use compressed air engine, greatly increase the continuous working period of the traffic tool or power generating equipment, thereby improved significantly the efficient of compressed air engine.
Consult now Fig. 2 and Fig. 3, Fig. 2 be among Fig. 1 according to the three-dimensional stravismus perspective view that removes the aerodynamic force V-type multicylinder engine body after controller, cylinder body, the cylinder head of the present invention.Fig. 3 be among Fig. 1 engine body laterally cut open the side view of getting, it comprises the cross section of cylinder, cylinder head and controller.As shown in Figures 2 and 3, two exhaust casings about motor the machine 1 comprises, two exhaust casings become V-type each other, and v-angle can according to concrete application change, can be 60 °, 90 °, 120 ° or other angles.In configuration shown in Figure 3, preferably, about the angle of two exhaust casings be 75 °-135 °, what be more preferably is 75 °, 90 °, 120 °, 135 °.Every exhaust casing has a plurality of cylinders 3008, particularly, can be 1,2,3,4,5,6,7 etc.In example of the present invention, every row's cylinder number is 4 or 6, and this just can consist of V-type 8 cylinders or 12 cylinder multicylinder engines.In the example of one-sided 6 cylinders shown in Figure 2,6 cylinders in left side are respectively #1 cylinder, #3 cylinder, #5 cylinder, #7 cylinder, #9 cylinder, #11 cylinder; 6 cylinders in right side are respectively #2 cylinder, #4 cylinder, #6 cylinder, #8 cylinder, #10 cylinder, #12 cylinder.Accommodate piston 1140,1130 in the cylinder 3008, piston is connected on the bent axle 1020 by connecting rod 1170,1100.The piston that rotarily drives of bent axle 1020 moves reciprocatingly in cylinder 3008.Left bank gas camshaft 1200 places the left side of V-type engine, which is provided with the left bank gas cam of camshaft 1210, is used for controlling the unlatching of left side exhaust valve.Right exhaust cam shaft 1070 places the right side of V-type engine, which is provided with right exhaust cam axis cam 1110, is used for controlling the unlatching of right side exhaust valve.In twin-six air-powered motor shown in Figure 2, be different from traditional twin-six engine, admission cam shaft 1150 only arranges 1, it is used for controlling the high pressure air air inlet of the left and right sides 12 cylinders, it is provided with intake cam axis cam 1160, to be used for the high pressure air air inlet of control cylinder 3008.Left and right exhaust cam shaft 1200,1070 and admission cam shaft 1150 drive by gear-box by bent axle 1020.In example shown in Figure 2, gear-box comprises crankshaft gear 1030, right exhaust cam shaft carrier gear 1040, left bank gas cam idle gear, admission cam shaft carrier gear 1050, right exhaust cam shaftgear 1060 and left bank gas camshaft gear wheel 1230 and oil pump carrier gear 1010.The transmission that moves through gear-box of bent axle 1020 and drive the motion of inlet and outlet camshaft, thus realize air inlet and the exhaust of motor.Admission cam shaft carrier gear 1050 has admission cam shaft bridging bearing 1190 and air inlet bearing stationary axle 1260, right exhaust cam shaft carrier gear 1040 has right exhaust cam shaft bridging bearing 1240 and right exhaust bearing stationary axle 1250, left bank gas cam idle gear has left bank gas camshaft bridging bearing 1220 and left bank gas bearing stationary axle 1270, and oil pump carrier gear 1010 has oil pump bridging bearing 1290 and oil pump bridging bearing stationary axle 1280.The stationary axle of these gears all is used for respective gears is fixed on the housing of gear-box.The opposite extremity of the crankshaft gear 1030 of bent axle 1020 is provided with flywheel 1120, is used for assisting bent axle to rotate.
Further with reference to figure 3, Fig. 3 clearly show that the distribution device of V-type multi-cylinder air-powered motor and the configuration of controller more.Cylinder head shown in Figure 3 is split type cylinder head 002, and cylinder head 002 structure of left hand cylinder and right cylinder, pattern are identical, but can be installed separately, and is used for respectively the cylinder body 3008 of the airtight left and right sides.Be provided with sealing gasket 3006 between cylinder cap 002 and the cylinder body 3008, cylinder cap 002 is the structure of the hollow substantially cuboid in centre, its upper end is connected with cylinder cover 3005, have through hole on the cylinder cover 3005, with allow admission line 3001 by and enter the gas that is arranged on the cylinder head 002 and shout 3010, thereby allow to enter the acting chamber 3020 of expanding from the high pressure air of controller 6.Pressurized gas are in the 3020 interior expansion actings of expansion exhaust chamber, and pushing piston 1140 is in cylinder liner 3007 interior downward motions, and this is expansion stroke.The merit of expansion stroke output is by the outside outputting power of crankshaft rod system.When piston 1140 was moved to top dead center position by bottom dead center position in cylinder, outlet valve 3012 was opened, and had in the air self-expanding exhaust chamber of certain pressure to discharge via exhaust duct 3002, and this is exhaust stroke.During near top dead center, outlet valve 3012 is closed at piston 1140, and controller 6 begins again to be expansion exhaust chamber air feed, enters next circulation.Obviously, bent axle 1020 every rotation one circles (360 degree) of motor of the present invention, just do work once, and unlike traditional four stroke engine, in the process of bent axle rotation two circles (720 degree), finish once complete air inlet, compression, expansion and exhaust stroke.These are but different from traditional two stroke engine just as two stroke engine, because traditional two stroke engine is provided with suction port in cylinder bottom usually, and are provided with scavenging port and relief opening in the cylinder appropriate location.And two stroke engine of the present invention is to be provided with for the gas larynx 3010 of high pressure air air inlet at the top of cylinder and to be used for the outlet valve 3012 of exhaust emissions, and the connected sum closure of gas larynx 3010 is that admission cam shaft 1150 is realized by controller 6, and the connected sum closure of outlet valve 3012 is to drive exhaust cam shaft 1070 by bent axle to rotate, and opening and closing by rocking arm 3015 control outlet valves realize.Therefore two stroke engine of the present invention is to be different from traditional two stroke engine fully, but it has effectively utilized the high-pressure air of direct expansion acting, bent axle 1020 every rotations once 1140 actings of circle piston once, thereby in identical air displacement situation, traditional four stroke engine of comparing, power can double.
Because high pressure air is behind the acting chamber 3020 of expanding, still has larger pressure, air exhaust cylinder after in time will doing work is just unusually important, for this exhaust gear of the present invention is different from traditional multicylinder engine, it adopts 4 outlet valves 3012, and namely two outlet valves are by an exhaust cam axis cam 1110, an exhaust tappet 3019, a rocking arm 3015 and the exhaust gas drive mechanism controls that valve shoulder pole iron 3014 forms.Because corresponding two the exhaust cam axis cams of each cylinder, thereby each cylinder has adopted 4 outlet valves 3012.Greatly different is that admission gear of the present invention has then cancelled traditional suction valve, and realizes by the form of a gas larynx 3010 of a cylinder therewith.So, just can in exhaust stroke, promptly tail gas be discharged, thus the efficient of raising motor.Further with reference to figure 3, right exhaust cam shaft 1070 of the present invention, left bank gas camshaft 1200 and admission cam shaft 1150 are arranged on the diverse location of cylinder body 3008, namely be different from traditional overhead camshaft engine, also be same as traditional end to put cam axle engine.As can be seen, right exhaust cam shaft 1070 and left bank gas camshaft 1200 place respectively the outer position in the right side, left side of cylinder body 3008, and both are parallel substantially with horizontal plane at the horizontal line of paper plane.Admission cam shaft 1150 places the top of the V-type groove of cylinder body 3008, and is positioned at the central position of line.The benefit of this configuration is the dynamic balancing of engine body, is convenient to the layout of gear-box.Send into the upper and lower exhaust pipe 3003,3004 from the tail gas that the gas exhaust piping 3002 of each cylinder of the left and right sides is discharged, be convenient to recycling of tail gas.
With reference now to Fig. 4,, Fig. 4 is exhaust cam shaft 1070 structural representations of the engine main body among Fig. 2.Exhaust cam shaft 1070 comprises unit cam 1110A.In the exemplary embodiment, unit cam 1110A comprises 6 unit cams, and it is respectively first module cam 2701, second unit cam 2702, the 3rd unit cam 2703, the 4th unit cam 2704, the 5th unit cam 2705, the 6th unit cam 2706.In alternative, the number of unit cam 1110A can be 2,4,6,8,12 or more, and this depends on the outlet valve number of cylinder number and each cylinder.In exemplary embodiment of the present invention, each unit cam 1110A comprises two cams, and each cam is controlled the unlatching of its corresponding outlet valve.In the preferred embodiment in Fig. 4, the phase place of unit cam 1110A is set as follows: first module cam 2701 and second unit cam 2702 differ-120 degree, second unit cam 2702 and the 3rd unit cam 2703 differ-120 degree, the 3rd unit cam 2703 and the 4th unit cam 2704 differ 180 degree, the 4th unit cam 2704 and the 5th unit cam 2705 differ 120 spend, the 5th unit cam 2705 and the 6th unit cam 2706 differ 120 and spend.Unit cam under so arranging, can realize that the job order of unit cam is: the first and the 5th unit cam is worked simultaneously, and then the 3rd and the 6th unit cam is worked together, and the second last and the 4th unit cam are worked together.Two row about corresponding piston is divided into admission cam shaft 1150 symmetries, wherein first piston #1, the 3rd piston # 3, the 5th piston # 5, the 7th piston #7, the 9th piston # 9, the 11 piston #11 are positioned at the left side; The second piston # 2, the 4th piston #4, the 6th piston # 6, the 8th piston # 8, the tenth piston # 10, the 12 piston #12 are positioned at the right side.Thus, the job order of corresponding engine piston is: #1 → #6 → #9 → #12 → #5 → #4 → #11 → #8 → #3 → #2 → #7 → #10 → #1.According to instruction of the present invention, those skilled in the art can arrange and be different from unit of the present invention cam and work phase place and job order, but it all falls within the scope of the invention.
With reference now to Fig. 5,, bent axle 1020 comprises flywheel connecting end 1021, lubricant oil oilhole 1022, connecting rod running shaft 1023 and bent axle nipper wheel shaft 1024.Connecting rod running shaft 1023 on the bent axle 1020 is provided with one or more lubricant oil oilholes 1022, in order to provide lubricating oil for bent axle.The right side adjacent of bent axle nipper wheel shaft 1024 is provided with the gear connecting bolt, to be connected with respective gears in the gearbox system.The adjacent position, the outside of flywheel connecting end 1021 is provided with the flywheel connecting bolt, to form a fixed connection with flywheel 1120.In a preferred embodiment of the invention, the unit crank throw 1080 of bent axle comprises six unit crank throws, is respectively first module crank throw 10801, second unit crank throw 10802, the 3rd unit crank throw 10803, the 4th unit crank throw 10804, the 5th unit crank throw 10805, the 6th unit crank throw 10806.It corresponds respectively to the first to the 6th connecting rod 1170 or piston 1140.In alternative, unit crank throw 1080 can comprise the unit crank throw of different numbers, and such as 2,4,6,8,12 or more, these all are that those skilled in the art easily expect.In the preferred embodiment in Fig. 5, the phase place of each unit crank throw is set as follows: first module crank throw 10801 and second unit crank throw 10802 differ-120 degree, second unit crank throw 10802 and the 3rd unit crank throw 10803 differ-120 degree, the 3rd unit crank throw 10803 and the 4th unit crank throw 10804 differ 180 degree, the 4th unit crank throw 10804 and the 5th unit crank throw 10805 differ 120 spend, the 5th unit crank throw 10805 and the 6th unit crank throw 10806 differ 120 and spend.Crank throw unit under so arranging, can realize that the job order of crank throw unit is: the first and the 5th unit crank throw is worked simultaneously, and then the 3rd and the 6th unit crank throw is worked together, and the second last and the 4th unit crank throw are worked together.Two row about corresponding piston is divided into admission cam shaft 1150 symmetries, wherein first piston #1, the 3rd piston # 3, the 5th piston # 5, the 7th piston #7, the 9th piston # 9, the 11 piston #11 are positioned at the left side; The second piston # 2, the 4th piston #4, the 6th piston # 6, the 8th piston # 8, the tenth piston # 10, the 12 piston #12 are positioned at the right side.Thus, the job order of corresponding engine piston is: #1 → #6 → #9 → #12 → #5 → #4 → #11 → #8 → #3 → #2 → #7 → #10 → #1.According to instruction of the present invention, those skilled in the art can arrange and be different from unit of the present invention crank throw and work phase place and job order, but it all falls within the scope of the invention.
With reference now to Fig. 6-Fig. 8,, it is the view of the controller of compressed air engine.As shown in Figure 6, controller comprises high-pressure common rail constant voltage pipe 2070, controller unit 2000 and intake cam shaft housing 2290.In the controller of Fig. 6-shown in Figure 8, controller comprises 6 controller units 2000, its corresponding twin-six multicylinder engine.According to the difference of V-type multicylinder engine cylinder body number, the number of controller unit 2000 can change, and it is such as can being 2,3,4,5,7 etc.Controller unit 2000 comprises seat 2140 in controller loam cake 2080, lower 2270 of controller, the controller.Seat is provided with in 1 in 2291,1 of the seat projections seat in 2140 outer rim 2292, the first and second controller valves 2100, the first and second controller valve spring 2170, the first and second controller valve cover for seat 2120, the first and second controller valve spring cover for seat 2180 and the first and second oil sealing linings 2160 is installed in each controller.For the convenience of describing, we will be called for the controller valve 2100 of left hand cylinder air feed the first controller valve 2100, for the controller valve 2100 of right cylinder air feed is called the second controller valve.The title of other corresponding parts the like.The the first and second controller valves 2100 respectively controller valve cover for seat 2120 by separately are supported on middle seat and install between outer rim 2292 and the middle seat projection 2291.According to the size of controller valve cover for seat 2120 and controller valve 2100 and the spacing of adjacent two intake cams in the admission cam shaft 1150, can determine the thickness of middle seat projection 2291.The existence of middle seat projection so that in each controller seat 2140 can set two controller valves 2100, thereby so that two cylinders that controller unit 2000 can be the left and right sides of V-type multicylinder engine provide pressurized air.In controller the seat 2140 in, between oil sealing lining 2160 and controller valve cover for seat 2120, there is cavity (being controller valve port 2111 shown in Fig. 7), the side of this cavity is provided with inlet hole, in the illustrated embodiment, be respectively the first cylinder intake hole 2130 and the second cylinder intake hole 2280.The cylinder intake hole communicates with gas larynx hole on the cylinder head, with when controller valve 2100 is opened, to enter cylinder intake hole 2130,2180 via an air inlet pipeline 2112 from the pressurized air of high-pressure common rail constant voltage pipe 2070, thereby pressurized air is sent into the expansion exhaust chamber, thereby drive engine operation.
High-pressure common rail constant voltage pipe 2070 has cylindrical outer shape, and it also can be the profiles such as rectangle, triangle.High-pressure common rail constant voltage pipe 2070 is inner for for example being columniform cavity, to accept the high pressure admission from air intake control valve 2020, and keep substantially the compressed air pressure in the cavity balanced, in order to make the high-pressure air in the expansion exhaust chamber that initially enters each cylinder have identical pressure, thereby make engine mildness.The two ends of high-pressure common rail constant voltage pipe 2070 fixedly are equipped with air inlet rear end cover 2060, has outward extending flange at its air inlet rear end cover 2060 that is connected with air intake control valve 2020, this flange extend in the pipeline between air intake control valve 2020 and the high-pressure common rail constant voltage pipe 2070, and by for example being that the Placement of screw thread removably is fixedly connected with pressure duct.The air inlet rear end cover 2060 of high-pressure common rail constant voltage pipe 2070 is connected with high-pressure common rail constant voltage pipe 2070 by end cover connecting bolt.High-pressure common rail constant voltage pipe 2070 is provided with the loam cake attachment hole (unmarked) corresponding to number of cylinders, and controller loam cake 2080 is communicated with high-pressure common rail constant voltage pipe 2070 by loam cake attachment hole fixing seal ground.In illustrated preferred embodiment, the number of loam cake attachment hole is 6.Controller loam cake 2080 has inverted T-shaped at the section along its center line, it has columniform air inlet pipeline 2081 and circular lower surface, prop up air inlet pipeline 2081 by its peripheral being threaded onto in the loam cake attachment hole in upper end, removably be connected to form to fix with high-pressure common rail constant voltage pipe 2070.Controller loam cake 2080 by seat 2140 in loam cake and middle seat connecting bolt or other fastening pieces and the controller form seal, detachably be fixedly connected with.Seat 2140 forms detachably being fixedly connected with of sealing with a lower connecting bolt 2220 or other fastening pieces with lower 2270 of controller by middle seat in the controller.
With further reference to Fig. 6-Fig. 8, seat 2140 is provided with the different hole of diameter in the middle in the controller, is followed successively by from top to bottom controller valve seat trepanning 2121, controller valve port 2111, oil sealing bush hole 2150, controller valve spring hole 2171.In the exemplary embodiment, the diameter of controller valve seat trepanning 2121 is greater than the diameter of controller valve port 2111 and greater than the diameter of oil sealing bush hole 2150, the diameter of controller valve port 2111 is greater than the diameter of oil sealing bush hole 2150.The diameter in controller valve spring hole 2171 is less than the diameter of controller valve port 2111, but requirement is greater than the diameter of oil sealing bush hole 2150.In a preferred embodiment, the diameter in controller valve spring hole 2171 is less than the diameter of controller valve port 2111, and is slightly less than the diameter of controller valve seat trepanning 2121.Controller valve cover for seat 2120 is installed in the controller valve seat trepanning 2121, and is supported on the controller valve port 2111.Oil sealing lining 2160 is installed in the oil sealing bush hole 2150, and is supported on the controller valve spring 2170, passes through the valve stem 2110 of controller valve 2100 in it.This oil sealing lining 2160 also play the guiding role to valve stem except controller valve 2100 is sealed.Controller valve spring 2170 is installed in the controller valve spring hole 2171, and its lower end is supported with controller valve spring cover for seat 2180, and is fastened on the controller valve spring cover for seat 2180 by controller valve collet sheet 2190.When motor is not worked, the pretensioning that 2170 preloads of controller valve spring are certain, it is resisted against controller valve 2100 on the valve cover for seat 2120, and controller valve 2100 is closed, and then controls entering of gas.
As shown in Figure 9, admission cam shaft 1150 is provided with 12 cams, be respectively the first cam 1151, the second cam 1152, the 3rd cam 1153, four-cam 1154, the 5th cam 1155, the 6th cam 1156, the 7th cam 1157, the 8th cam 1158, the 9th cam 1159, the tenth cam 1150-1, the 11 cam 1150-2, the 12 cam 1150-3, be respectively applied to control the intake process of 12 cylinders of V-type multicylinder engine.To see from intake cam shaftgear direction clockwise as just, counterclockwise for negative, the first cam and the second cam differ 90 °, the second cam and the 3rd cam differ 30 °, the 3rd cam and four-cam differ 90 °, four-cam and the 5th cam differ 30 °, the 5th cam and the 6th cam differ 90 °, the 6th cam and the 7th cam differ 90 °, the 7th cam and the 8th cam differ 90 °, and the 8th cam and the 9th cam differ 150 °, and the 9th cam and the tenth cam differ 90 °, the tenth cam and the 11 cam differ 150 °, and the 11 cam and the 12 cam differ 90 °.
Consult now Fig. 7 and Fig. 9, lower 2270 of controller is fixedly welded on the intake cam shaft housing 2290 via admission cam shaft shell aperture 2293, its inside is provided with a plurality of mounting holes for controller fore-set 2200 is installed, it is according to the difference of cylinder number, the mounting hole that is used for controller fore-set 2200 of different numbers can be set, and for example can be 1 or 2.Controller fore-set 2200 is installed in the mounting hole of controller fore-set 2200, and pumps with admission cam shaft 1150 rotations that are installed in admission cam shaft 1150 mounting holes.When needs provide high pressure air to cylinder, the cam of the admission cam shaft 1150 jack-up controller fore-set 2200 that makes progress, controller fore-set 2200 is the valve stem 2110 of jack-up controller valve 2100 then, so that valve stem 2110 overcomes the pulling force of controller valve spring 2170, leave controller valve cover for seat 2120, thereby controller valve 2100 is opened, and high pressure air is able to enter the expansion exhaust chamber from high-pressure common rail constant voltage pipe 2070, to satisfy the air feed demand of motor.12 cams that differ several angle are installed on the admission cam shaft 1150, admission cam shaft 1150 will promote 12 fore-sets 2200 when rotating and move up and down, what have moves upward, what have peaks, what have moves downward, what have touches the bottom, its job order is followed successively by the first cam, the 6th cam, the 9th cam, the 12 cam, the 5th cam, four-cam, the 11 cam, the 8th cam, the 3rd cam, the second cam, the 7th cam, the tenth cam, after admission cam shaft 1150 turns over several angle with bent axle 1020, the valve stem 2110 of controller valve 2100 is being seated under the restoring force effect of controller valve spring 2170 on the controller valve cover for seat 2120 again, controller valve 2100 is closed, and air feed finishes.Because compressed air engine of the present invention is two stroke engine, 1020 every one weeks of rotation of bent axle, each opens and closes controller valve 2100 and outlet valve once, therefore, is easy to arrange the annexation of the cam phase of admission cam shaft 1150 and exhaust cam shaft 1070A and they and bent axle.
With reference now to Figure 10,, Figure 10 A-Figure 10 C is referred to as Figure 10, and it at length shows the different views for the gear-box of V-type multi-cylinder air-powered motor.As shown in figure 10, gearbox system comprises polygonal lid 1300, crankshaft gear 1030, right exhaust cam shaft carrier gear 1040, left bank gas cam idle gear 1310, admission cam shaft carrier gear 1050, right exhaust cam shaftgear 1060 and left bank gas camshaft gear wheel 1230, oil pump carrier gear 1010 and water pump gear 1320.Crankshaft gear 1030 is fixedly connected with bent axle 1,020 one ends that pass polygonal lid 1300, to transmit the rotation from bent axle.It for example is the driving gear 1010 of oil pump gear that the below of crankshaft gear 1030 (orientation shown in Figure 10 B) is provided with, and for example is the member rotation of oil pump to drive by driving gear 1010.(orientation shown in Figure 10 B) is disposed with left bank gas camshaft gear wheel 1230, left bank gas cam idle gear 1310, admission cam shaft carrier gear 1050, right exhaust cam shaft carrier gear 1040 and right exhaust cam shaftgear 1060 from left to right above crankshaft gear 1030.Left bank gas cam idle gear 1310 and right exhaust cam shaft carrier gear 1040 are separately positioned on the arranged on left and right sides of crankshaft gear 1030 and mesh with crankshaft gear 1030 respectively.The outside, left side at left bank gas cam idle gear 1310 is provided with left bank gas camshaft gear wheel 1230 engageablely.The separately center of rotation of crankshaft gear 1030, left bank gas cam idle gear 1310 and left bank gas camshaft gear wheel 1230 is (this is called the first straight line) point-blank, this first straight line and horizontal plane oblique.The outside, right side at right exhaust cam shaft carrier gear 1040 is provided with right exhaust cam shaftgear 1060 engageablely.The separately center of rotation of crankshaft gear 1030, right exhaust cam shaft carrier gear 1040 and right exhaust cam shaftgear 1060 (this is called the second straight line) on another straight line, this second straight line and horizontal plane oblique, and be positioned at same plane with aforementioned the first straight line.Directly over crankshaft gear 1030, be provided with admission cam shaft carrier gear 1050 and intake cam shaftgear 1180.Admission cam shaft carrier gear 1050 is located between left bank gas cam idle gear 1310 and the right exhaust cam shaft carrier gear 1040, and while and these two carrier gear outer gearings, but, admission cam shaft carrier gear 1050 does not directly mesh with crankshaft gear 1180, and its motion is driven via left and right exhaust cam shaft carrier gear indirectly by crankshaft gear 1180.The separately center of rotation of crankshaft gear 1030, admission cam shaft carrier gear 1050 and intake cam shaftgear 1180 (being called the 3rd straight line herein) in alignment, the 3rd straight line is vertical with horizontal plane substantially, and the first straight line and the second straight line are distributed in the 3rd straight line both sides substantially symmetrically.In the bottom of crankshaft gear 1030, also be provided with oil pump carrier gear 1010, the actuation gear engagement of itself and oil pump is to drive oil pump work.The outside, left side at left bank gas camshaft gear wheel 1310 also is provided with water pump gear 1320, and itself and the water pump driving gear engagement that is arranged on the motor are to drive pump working.
In the exemplary embodiment, left bank gas camshaft gear wheel 1310 directly is fixedly connected on the left bank gas camshaft 1200, right exhaust cam shaftgear 1060 directly is fixedly connected on the right exhaust cam shaft 1070, thereby exhaust cam shaftgear 1310,1060 rotation directly drive exhaust cam shaft 1070,1200 rotation.Intake cam shaftgear 1180 directly is fixedly connected on the admission cam shaft 1150, it is driven jointly by left bank gas cam idle gear 1310, right exhaust cam shaft carrier gear 1040, admission cam shaft carrier gear 1050 threes, transmission by three carrier gears, crankshaft gear 1030 just drives admission cam shaft 1150 and rotates, thereby realizes the opening and closing of controller valve 2100.
Further with reference to Figure 10, in order to guarantee that crankshaft gear 1030 stably drives intake cam shaftgear 1180, left bank gas camshaft gear wheel 1230,1060 rotations of right exhaust cam shaftgear, and realize that bent axle of the present invention rotates a week, each requirement once of intake and exhaust, require crankshaft gear 1030, left bank gas camshaft gear wheel 1230, the equal and opposite in direction of right exhaust cam shaftgear 1060, the number of teeth identical, for example the number of teeth with crankshaft gear is made as 41, and the external diameter of gear is made as 153 millimeters.Also can set according to the inner space of gear-box size other the number of teeth, such as 25,31,39,45 etc.Require equally left bank gas cam idle gear 1310, right exhaust cam shaft carrier gear 1040 and admission cam shaft carrier gear 1050 big or small identical, the number of teeth is identical.Above-mentioned these gears by identical material for example cast iron make, and the external diameter of gear is 153 millimeters, and is helical gear.
The carrier gear of gear-box all be by be fixedly connected with (for example welding) on polygonal lid 1300 stationary axle and the bearing of self rotatably be connected on the motor.For example, admission cam shaft carrier gear 1050 rotatably is connected on the air inlet bearing stationary axle 1260 by admission cam shaft bridging bearing 1190, right exhaust cam shaft carrier gear 1040 rotatably is connected to right exhaust bearing stationary axle 1250 by right exhaust cam shaft bridging bearing 1240, and left bank gas cam idle gear rotatably connects on the left bank gas bearing stationary axle 1270 by left bank gas camshaft bridging bearing 1220.Also be provided with a plurality of different holes on the polygonal lid 1300, for example gear testing hole and bolt connecting hole.Polygonal lid 1300 is bolted the hole and is connected on the engine housing.Also be provided with for the oilhole of lubricating oil flow with for the rings seat that suspension ring are installed on the polygonal lid 1300.
This specification at length discloses the present invention, comprises optimal mode, and also can make related domain anyone put into practice the present invention, comprise the method for making and using any equipment or system and carry out any introducing.Protection scope of the present invention is limited by accessory claim, and can be included in pin various modification made for the present invention, remodeling and equivalents in the situation that does not break away from protection domain of the present invention and spirit.
Claims (10)
1. gear-box that is used for V-type multi-cylinder air-powered motor, described air-powered motor:
Engine body (1), two exhaust casings, bent axle (1020), exhaust cam shaft (1200,1070), admission cam shaft (1150) about it comprises;
Controller (6), it relies on described admission cam shaft (1050) to activate;
High pressure gas holder group (13), it is communicated with external aerator by pipeline (14);
Described front gear box comprises: polygonal lid (1300), crankshaft gear (1030), right exhaust cam shaft carrier gear (1040), left bank gas cam idle gear (1310), admission cam shaft carrier gear (1050), right exhaust cam shaftgear (1060) and left bank gas camshaft gear wheel (1230);
It is characterized in that, described left bank gas camshaft gear wheel (1230) and right exhaust cam shaftgear (1060) are located at respectively the arranged on left and right sides of crankshaft gear (1030), crankshaft gear (1030) is fixedly connected with bent axle (1020) one ends that pass polygonal lid (1300), to transmit the rotation from bent axle.
2. gear-box according to claim 1 is characterized in that, the below of described crankshaft gear (1030) is provided with transmission gear of engine oil pump (1010), rotates to drive oil pump.
3. gear-box according to claim 1, it is characterized in that, be disposed with from left to right described left bank gas camshaft gear wheel (1230), described left bank gas cam idle gear (1310), described admission cam shaft carrier gear (1050), described right exhaust cam shaft carrier gear (1040) and described right exhaust cam shaftgear (1060) in the top of described crankshaft gear (1030); Described left bank gas cam idle gear (1310) and described right exhaust cam shaft carrier gear (1040) are separately positioned on the arranged on left and right sides of described crankshaft gear (1030) and mesh with described crankshaft gear (1030) respectively.
4. gear-box according to claim 3, it is characterized in that, the outside, left side at described left bank gas cam idle gear (1310), be provided with described left bank gas camshaft gear wheel (1230) engageablely, the line of described crankshaft gear (1030), described left bank gas cam idle gear (1310) and described left bank gas camshaft gear wheel (1230) is the first straight line, this first straight line and horizontal plane oblique.
5. gear-box according to claim 3 is characterized in that, the outside, right side at described right exhaust cam shaft carrier gear (1040) is provided with described right exhaust cam shaftgear (1060) engageablely; The line of the separately center of rotation of described crankshaft gear (1030), described right exhaust cam shaft carrier gear (1040) and described right exhaust cam shaftgear (1060) is the second straight line, this second straight line and horizontal plane oblique.
6. gear-box according to claim 3 is characterized in that, is provided with described admission cam shaft carrier gear (1050) and described intake cam shaftgear (1180) directly over described crankshaft gear (1030); Described admission cam shaft carrier gear (1050) is located between described left bank gas cam idle gear (1310) and the described right exhaust cam shaft carrier gear (1040), and while and these two carrier gear outer gearings, and wherein, described admission cam shaft carrier gear (1050) does not directly mesh with described crankshaft gear (1180).
7. gear-box according to claim 6, it is characterized in that, the line of the separately center of rotation of described crankshaft gear (1030), described admission cam shaft carrier gear (1050) and described intake cam shaftgear (1180) is the 3rd straight line, the 3rd straight line is vertical with horizontal plane substantially, and described the first straight line and described the second straight line are distributed in the 3rd straight line both sides substantially symmetrically.
8. gear-box according to claim 6, it is characterized in that, described left bank gas camshaft gear wheel (1310) directly is fixedly connected on the described left bank gas camshaft (1200), described right exhaust cam shaftgear (1060) directly is fixedly connected on the described right exhaust cam shaft (1070), described intake cam shaftgear (1180) directly is fixedly connected on the described admission cam shaft (1150), and it is by described left bank gas cam idle gear (1310), the common drive of described right exhaust cam shaft carrier gear (1040) and described admission cam shaft carrier gear (1050) three.
9. according to each described gear-box in the aforementioned claim, it is characterized in that, described crankshaft gear (1030), described left bank gas camshaft gear wheel (1230) are identical with equal and opposite in direction, the number of teeth of described right exhaust cam shaftgear (1060); Described left bank gas cam idle gear (1310), described right exhaust cam shaft carrier gear (1040) are identical with equal and opposite in direction, the number of teeth of described admission cam shaft carrier gear (1050).
10. gear-box according to claim 9 is characterized in that, the number of teeth of described crankshaft gear is made as 41, and the external diameter of gear is made as 153 millimeters.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210063473.7A CN103306727B (en) | 2012-03-13 | 2012-03-13 | For the gear-box of V-type multi-cylinder aerodynamic engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210063473.7A CN103306727B (en) | 2012-03-13 | 2012-03-13 | For the gear-box of V-type multi-cylinder aerodynamic engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103306727A true CN103306727A (en) | 2013-09-18 |
| CN103306727B CN103306727B (en) | 2015-10-28 |
Family
ID=49132402
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210063473.7A Active CN103306727B (en) | 2012-03-13 | 2012-03-13 | For the gear-box of V-type multi-cylinder aerodynamic engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN103306727B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111691925A (en) * | 2020-06-24 | 2020-09-22 | 张谭伟 | Air engine and air engine system like breathing air movement |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6260908A (en) * | 1985-09-12 | 1987-03-17 | Honda Motor Co Ltd | Gear train for driving cam shaft of v-type engine |
| JPH03279604A (en) * | 1990-03-27 | 1991-12-10 | Suzuki Motor Corp | Cam driving device of vee-engine |
| WO2004020804A1 (en) * | 2002-08-28 | 2004-03-11 | Banyard, Keith, David | Bottom ends for engines with more than one cylinder bank |
| CN101413403A (en) * | 2008-11-05 | 2009-04-22 | 周登荣 | Air power engine assembly |
| CN202483655U (en) * | 2012-03-13 | 2012-10-10 | 周登荣 | Gearbox for V-shaped multicylinder air power engine |
-
2012
- 2012-03-13 CN CN201210063473.7A patent/CN103306727B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6260908A (en) * | 1985-09-12 | 1987-03-17 | Honda Motor Co Ltd | Gear train for driving cam shaft of v-type engine |
| JPH03279604A (en) * | 1990-03-27 | 1991-12-10 | Suzuki Motor Corp | Cam driving device of vee-engine |
| WO2004020804A1 (en) * | 2002-08-28 | 2004-03-11 | Banyard, Keith, David | Bottom ends for engines with more than one cylinder bank |
| CN101413403A (en) * | 2008-11-05 | 2009-04-22 | 周登荣 | Air power engine assembly |
| CN202483655U (en) * | 2012-03-13 | 2012-10-10 | 周登荣 | Gearbox for V-shaped multicylinder air power engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111691925A (en) * | 2020-06-24 | 2020-09-22 | 张谭伟 | Air engine and air engine system like breathing air movement |
| CN111691925B (en) * | 2020-06-24 | 2021-11-09 | 张谭伟 | Air engine |
Also Published As
| Publication number | Publication date |
|---|---|
| CN103306727B (en) | 2015-10-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN103061818B (en) | Compressed air power engine assembly with compressed air supplementary return circuit | |
| CN103061817B (en) | Two-stroke aerodynamic engine assembly | |
| CN202510165U (en) | V-shaped multi-cylinder aerodynamic engine | |
| CN103306728A (en) | V-shaped multi-cylinder aerodynamic engine | |
| CN103306766B (en) | The head exhaust structure of aerodynamic force V-type multi-cylinder engine | |
| CN202334248U (en) | Electromagnetic booster for aerodynamic engine assembly | |
| CN103061816A (en) | Compressed air engine assembly with tail gas recovery loop | |
| CN202325692U (en) | Controller system for aerodynamic engine | |
| CN103133038B (en) | Electromagnetic boosting two-stroke aerodynamic engine assembly | |
| CN103510987B (en) | A kind of cylinder deactivation control method of multi-cylinder aerodynamic engine assembly | |
| CN202483655U (en) | Gearbox for V-shaped multicylinder air power engine | |
| CN202325691U (en) | Compressed air engine assembly with compressed air supplement circuit | |
| CN202325693U (en) | Compressed air engine assembly with tail gas recycling loop | |
| CN202483659U (en) | Cylinder cover exhaust structure of aerodynamic V-shaped multi-cylinder engine | |
| CN202280478U (en) | Gear case system for two-stroke air-powered engine | |
| CN202338360U (en) | Electromagnetic assistant aerodynamic power generator system | |
| CN202325695U (en) | Electromagnetically-boosted two-stroke air power engine assembly | |
| CN103133037B (en) | Electromagnetic boosting aerodynamic generator system | |
| CN103306727B (en) | For the gear-box of V-type multi-cylinder aerodynamic engine | |
| CN103835765A (en) | V-shaped multi-cylinder aerodynamic engine assembly | |
| CN202327071U (en) | Piston assembly for air power engine | |
| CN103089312A (en) | Controller system used for aerodynamic engine | |
| CN202325694U (en) | Two-stroke air power engine assembly | |
| CN103138528B (en) | Electromagnetic booster for aerodynamic engine assembly | |
| CN202326945U (en) | Polycylinder power distributor used for air-powered engine (APE) |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |