RU2840585C1 - Conrod-free piston engine with modular shutdown of cylinders - Google Patents

Abstract

FIELD: propulsion engineering.

SUBSTANCE: conrod-free piston engine with modular shutdown of cylinders comprises stationary crankcase (38) with cylinder (1) mounted thereon, two parallel crankshafts (27) located on two sides of cylinder (1), and piston (2) located in cylinder (1). Piston (2) is coupled via rod (3) with link provided with top and bottom guides (22) and (26) with bearing surfaces located in crankshaft (27) rotation plane perpendicular to axis of rod (3). There are at least two support elements made in the form of semi-rollers (23) or (36) installed on each crank-type neck (24) or (35) of crankshafts (27) next to each other. One semi-roller serves to roll on bearing surface of upper guide link. Second semi-roller (23) rolls on bearing surface of bottom guide link. Semi-rollers (23) and (36) are equipped with semi-roller turning mechanism to roll without slipping. Semi-rollers turning mechanism is composed of rack-and-pinion spur gear with semi-ring (31) or (34) rigidly engaged with semi-roller (23) or (36) while toothed racks are rigidly secured to appropriate guide link. Engine additionally includes mechanism of modular disconnection of cylinders (1) by stopping piston (2), which consists of rod locking assembly serving for connection and disconnection of rod (3) with link. Rod (3) has constant kinematic connection to piston (2), and control unit of rod (3) locking is connected to engine control unit.

EFFECT: higher fuel efficiency and reduced amount of unburnt hydrocarbons CH at low loads.

13 cl, 25 dwg

Description

The invention relates to an internal combustion engine, and more specifically to a connecting rod-less engine with the deactivation of part of the cylinders at low loads.

RESUME

It is known that in both diesel and gasoline engines, as the load decreases, fuel efficiency deteriorates. The main reasons for this phenomenon are that in partial modes of operation of the internal combustion engine (ICE), the mechanical efficiency decreases, and the parameters of the working process deteriorate, namely, the pressure and temperature in the compression and combustion processes decrease, the useful work of the cycle decreases, gas exchange losses increase (in a gasoline engine), etc.

Among the numerous known methods and design solutions for internal combustion engines aimed at further increasing efficiency and, accordingly, reducing fuel consumption at partial loads, the following stand out: regulation of the compression ratio, regulation of valve timing (Atkinson and Miller cycles), changing the engine kinematics, disabling some of the working cylinders, and others.

Analysis of research shows that cylinder deactivation (CD) technology is one of the most promising ways to improve engine efficiency at low loads and idle speeds. This method is currently used in engine control systems of many cars: Chrysler, Ford, Mercedes, Volkswagen, Honda, Toyota and others.

PRIOR ART

There are many technical solutions for the OC technology by stopping the fuel supply, for example, according to patents (US Patent No. 4231338, US. CL. 123/568, Int. CL.³F02M 25/06, published 1980, US Patent No. 4204514, US. CL. 123/198, Int. CL. F02D 17/00, published 1980). The efficiency of an engine with such an OC does not exceed 10%. The main reasons for the relatively low efficiency are that when the fuel supply is switched off, the pistons in the switched-off cylinders continue to move forward, due to which friction losses remain practically at the same level. In addition, the valve timing mechanism (VTM) in this case is in working order, which leads to losses due to gas exchange and losses due to the drive of the VTM itself.

Engines with valve stop and retention in the closed position are known, for example, according to patents (Japanese Application No. 341646, MKI5 F01L 13/00. Published 1991, US Patent No. 7317984 B2, US. CL. 701/112; 123/320, Int. CL.: G061 19/00; F02B 33/00, Published 2008). In this case, there is no gas exchange, due to which pumping losses are eliminated and friction losses in idle cylinders are somewhat reduced due to a decrease in the average pressure in them. At the same time, the efficiency of engine operation increases and fuel consumption at low loads and at idle speed is reduced by up to 20%.

Engines with modular cylinder deactivation are known and described, for example, in patents (US Patent No. 4,069,803, US. CL. 123/198, Int. CL.²F02B 75/18, published 1978, US Patent No. 4,394,854, US. CL. 123/198, Int. CL. F02D 17/02, published 1983). The term "modular" OC is characterized by the fact that the engine is divided into several independent modules (cylinders, sections), which come into operation as the load increases. A module can be either an individual cylinder or a group of cylinders.Example 1In a six-cylinder engine, two cylinders (modules) are switched off and four cylinders (modules) are in working order.Example 2. In a six-cylinder engine, one module (3 cylinders) is disconnected and one module (3 cylinders) is working. In such engines, the pistons in the disconnected cylinders stop completely. The complete absence of friction losses in the cylinder-piston group in the disconnected cylinders and the absence of gas exchange losses (due to the pistons stopping) determine a significant advantage of the modular cylinder disconnection technology in comparison with other methods. In this case, the engine efficiency at low loads can reach 40% and higher. However, to date, no engine design with a modular OC suitable for full-scale serial production has been found. It should be noted here that engines with a modular OC by using a split crankshaft, firstly, have an extremely complex and unreliable design, as well as high energy consumption for the control system. Secondly, in existing modular engines with a crank mechanism, the crankshafts of the corresponding modules are connected by a clutch located between them, to which very strict requirements are imposed. The connection of the crankshafts must be carried out in a time interval shorter than that required for gear shifting in a conventional stepped gearbox. In addition, the operation of this clutch must be strictly synchronized with the operation of a number of systems (power supply, ignition, valve timing) of the modules included.

The present invention provides the implementation of the cylinder deactivation technology in a connecting rod-less piston engine with a crank mechanism (CRM). In one of the embodiments of the invention, a connecting rod-less engine (Patent RU No. 2794018 C1, IPC: F01B 9/02 (2006.1); F02B 75/32 (2006/01), published 2023), adopted by the authors as a prototype. This engine includes: a fixed crankcase with a cylinder mounted thereon, two parallel crankshafts located on two sides of the cylinder, a piston located in the cylinder and connected by means of a rod to a linkage having upper and lower guides with support surfaces located in the plane of rotation of the crankshafts perpendicular to the rod axis, at least two rolling supports made in the form of half-rollers installed in bearing units on the crank journal of the crankshaft next to each other, one of which serves for rolling along the support surface of the upper linkage guide, and the second half-roller - along the support surface of the lower linkage guide. The half-rollers are equipped with a mechanism for turning the half-rollers for the possibility of rolling without slipping, made in the form of a rack cylindrical gear transmission, in which a toothed element in the form of a toothed half ring is rigidly connected to the half-roller, and the toothed rack is rigidly attached to the corresponding linkage guide.

The described connecting rod-less engine without an OC has 7...10% better fuel efficiency and lower vibration and noise compared to a traditional internal combustion engine with a crank mechanism.

The disadvantage of the described design is the absence in the connecting rod-less engine of technologies for significantly increasing fuel efficiency and reducing the toxicity of exhaust gases at low engine loads, for example, modular cylinder deactivation technology.

The aim of the proposed invention is to create a connecting rod-less piston internal combustion engine with a significant increase in fuel efficiency and a reduction in the amount of unburned hydrocarbons CH at low loads due to modular cylinder deactivation.

This object is achieved in the described connecting rod-less engine with a crank-and-rocker mechanism in accordance with the features of the present invention, which will be described below.

ESSENCE OF THE INVENTION

The cylinder is switched off by stopping the rod together with the piston by breaking the rigid kinematic connection between the rod and the linkage.

With modular cylinder deactivation (MCD), some cylinders are switched off under low load conditions to reduce the working volume, increase the efficiency of the working cycle in the working cylinders and reduce friction losses, as well as eliminate gas exchange losses, which ultimately significantly increases the fuel efficiency of the engine. Under high load conditions, the cylinders are switched on to increase engine power. At the same time, as the load increases, the fuel efficiency effect of the MC decreases and at maximum load, when all cylinders are working, it becomes zero.

The claimed connecting rod-less engine for implementing modular cylinder deactivation differs from the known one by the presence of an essential feature, namely the presence of an additional MOC mechanism, which includes units that together perform piston stop, i.e. cylinder deactivation, depending on the engine load level:

- a rod locking unit that allows the rod to be connected or disconnected from the linkage, with the rod having a constant kinematic connection with the piston;

- a rod lock control unit that is triggered by a command from the engine control unit depending on the engine speed and load operating modes.

The rod locking unit comprises: a housing rigidly fixed to the upper guide of the linkage, having two openings through which the rod passes with the possibility of translational and rotary movement; a disk located in the housing with the possibility of sliding, in which two through coaxial openings are made perpendicular to each other, in one of which the rod can move, and in the other opening, preferably two half-shells with the possibility of linear movement are located on both sides of the rod.

The half-shells have cylindrical recesses with a radius of .

In turn, in the lower part of the rod, the same recesses are made on diametrically opposite sides and are mutually arranged so that the recesses in the rod and the recesses in the half-shells form two cylindrical cavities with a diameter , in which two fixing pins with a diameter of , and the diameter of the cylindrical cavity is equal to , Where - the ratio of the diameters of the cylindrical cavity and the fixing pin. Preferably , which ensures the highest load-bearing capacity of the cylindrical joint (Orlov P.I. Design Basics. Reference and Methodological Manual in 3 Books. Book 1. 2nd Edition, Revised and Supplemented. Moscow, "Mashinostroenie", 1977. - 623 p., pp. 349-350). The half-shells are pressed against the locking pins by means of elastic elements, for example, in the form of cylindrical compression springs installed in these holes and resting with their free end on the inner surface of the housing. The rod has the ability to rotate angularly relative to the cylinder axis in order to unlock its linear movement relative to the housing, thereby stopping the rod with the piston and turning off the cylinder from operation in the presence of reciprocating motion of the linkage. The rod has a drive element for the possibility of performing angular rotation, made in the form of, for example, at least one chamfer on the outer surface of the rod, preferably of length , where S is the piston stroke. The upper and lower guides of the linkage, as well as the central pillar of the linkage, have openings to allow free reciprocating movement of the rod.

The length of the finger is approximately equal to the diameter of the rod.

According to the invention, in the rod locking unit, at least one recess may be made on the side surface of the rod, interacting with the recess of one half-cage.

The rod lock control unit includes a reversible hydraulic motor with a limited stroke and a cylindrical spool valve connected to the engine control unit. The reversible motor is a well-known sector torque (power) hydraulic cylinder, which will be used hereinafter as a "torque hydraulic cylinder".

The torque hydraulic cylinder consists of a torque hydraulic cylinder body, fixedly and coaxially installed in the lower part of the engine cylinder, a rotor capable of reciprocating and rotary motion within 90 degrees, a blade located with a gap in the rotor groove and pressed against the working surface of the torque hydraulic cylinder body by means of an elastic element in the form of a leaf spring, and a driver serving for the kinematic connection of the rotor with the rod, wherein the driver is, for example, a pin located in a socket made in the rotor body, which contacts the drive element in the form of at least one chamfer made along the outer surface of the rod. The side surfaces of the blade and the torque hydraulic cylinder body form two working cavities A and B, connected through hydraulic channels to a spool valve distributor containing a distributor body, two command cylindrical spool valves with return springs, two electromagnets and discharge and drain windows, as well as oil channels. The control spools are used to control the reversible angular movement of the rotor, and along with it the rod, by changing the direction of the oil flow between cavities A and B depending on the engine load level.

DESCRIPTION OF FIGURES

Fig. 1 is a basic cross-sectional view of an engine with modular cylinder deactivation according to the present invention, when the piston is in the working condition and occupies an intermediate position between TDC and BDC;

Fig. 2 - detail "rod" from Fig. 1;

Fig. 3 - section A-A in Fig. 2 with recesses for fixing pins;

Fig. 4 - section B-B in Fig. 2 with a rod fixing element in the form of a chamfer;

Fig. 5 - detail of the “half-clip” from Fig. 1;

Fig. 6, 7 and 8 - the rod at three angular positions β relative to the locking pins: locked, intermediate and unlocked, respectively;

Fig. 9 - detail "disk" from Fig. 1, top view;

Fig. 10 - section B-B in Fig. 9 (along mutually perpendicular through holes);

Fig. 11 - detail "central pillar" from Fig. 1, longitudinal section;

Fig. 12 - a variant of the design of the rod locking unit housing in the form of a ring, rigidly attached to the linkage and reinforced with stiffening ribs;

Fig. 13 - a variant of the design of the housing of the rod locking unit in the form of a ring, made in one piece with the upper guide of the linkage;

Fig. 14 - detail "lower guide of the linkage" from Fig. 1 (with a hole for the rod);

Fig. 15 - diagram of the rod lock control unit;

Fig. 16 - detail "rotor" from Fig. 1, top view;

Fig. 17 - section G-G in Fig. 16;

Fig. 18 - detail "cover" from Fig. 15 (with a hole for the rod);

Fig. 19 and 20 - diagram of an engine similar to the engine illustrated in Fig. 1, with the piston stopped at top dead center (TDC);

Fig. 21 and 22 - the same as in Fig. 19 and 20 with the piston stopped at the bottom dead center (BDC);

Fig. 23 – 3D model of two rolling bearings;

Fig. 24 – 3D model of the gearshift linkage assembled with the rod locking unit;

Fig. 25 – 3D model of the general appearance of a connecting rod-less engine with modular cylinder deactivation and support elements in the form of semi-rollers;

DESCRIPTION OF THE INVENTION

The engine includes a connecting rod-less piston internal combustion engine with a crank-link mechanism and a modular cylinder shut-off mechanism, which consists of a rod locking unit and a rod locking control unit.

The connecting rodless ICE (Fig. 1) comprises a fixed crankcase 38, two parallel crankshafts 27 with additional counterweights 28 located on two sides of the cylinder 1 mounted on the crankcase 38, a piston 2 located in the cylinder 1 and connected either rigidly and detachably, or pivotally to the upper part of the rod 3, the lower part of which is provided on diametrically opposite sides with recesses 16 with a radius (Fig. 2), a link having upper 22 and lower 26 guides with support surfaces (Fig. 24) in which openings 43 (Fig. 12 and 13) and 47 (Fig. 14) are made to enable free movement of the rod 3, two lateral 25 and one central 21 distance posts rigidly connected to the guides 22 and 26 of the link, mounted on the crank journals 24 and 35 at least two support elements in the form of half-rollers 23 and 36 (Fig. 23), kinematically connected to the mechanism for turning the half-rollers, made in the form of a rack cylindrical gear transmission, which consists of toothed half rings 31 and 34, rigidly connected to the half-rollers 23 and 36, and toothed racks 32 and 37 (Fig. 24), rigidly attached to the upper 22 and lower 26 guides of the linkage. Crankshafts 27 are connected to each other by means of two identical gears 29, synchronously rotating in opposite directions. Side guides 30 of the linkage are fixedly installed in the crankcase 38 of the engine and are made in the form of rods passing with a gap through the longitudinal holes of the side spacer posts 25.

The rod locking unit (Fig. 1) consists of a housing 6 (see also Fig. 24), rigidly mounted on the upper guide 22 of the linkage and having two through holes through which the rod 3 passes with a gap, and a cavity with a disk 7 installed in it with a gap, in which two diametrical holes 19 and 20 (Fig. 10) are made perpendicular to each other, one of which serves to enable the translational movement of the rod 3, and in the other horizontal hole, locking pins 8 and locking half-shells 10 are placed on both sides of the rod 3, pressed against the locking pins 8 by elastic elements 9 made in the form of compression springs. The half-shells 10, which can mutually move toward the rod 3 or mutually move away from it, have cylindrical recesses 17 with a radius (Fig. 5), which in the initial position engage with the locking pins 8 (Fig. 1), which in turn engage with the cylindrical recesses 16 with a radius on the rod 3 (Fig. 2). Thus, when the locking pins 8 (Fig. 1) engage both the recesses of the rod 3 and the recesses of the half-shells 10, the linear movement of the rod 3 relative to the upper guide 22 of the linkage is prevented, thereby ensuring the kinematic connection of the piston 2 with the crank-link mechanism and, accordingly, the activation of the cylinder. In the position when the rod 3 is turned by an angle β of approximately 90 degrees (Fig. 8), the locking pins 8 are located on the diameter of the rod 3 and do not engage with the recesses 16 on the rod 3, thereby allowing the translational movement of the upper guide 22 of the linkage (Fig. 1) relative to the rod 3. Consequently, when the rod 3 is turned by approximately 90 degrees, the piston 2 is stopped regardless of the presence of rotation of the crankshafts.

The rod lock control unit , which rotates rod 3 in one direction or the other depending on the engine load level, includes (Fig. 15) the actual torque hydraulic cylinder and a cylindrical spool valve connected to the engine control unit (not shown in the figure). The torque hydraulic cylinder consists of a housing 12 fixedly mounted in the lower part of the cylinder 1 (see also Fig. 1), in which a sleeve 15 with a cutout in the form of a sector with a central angle of approximately 90 degrees is pressed in, a rotor 5 mounted with a gap in the sleeve 15 and capable of reciprocating and rotary movement within approximately 90 degrees, a blade 13 located with a small gap in a groove 50 of the rotor 5 (Fig. 10), and a driver 48 (Fig. 15) serving for the kinematic connection of the rotor 5 with the rod 3. The blade 13 is pressed against the working surface of the housing 12 of the torque hydraulic cylinder by means of an elastic element in the form of a leaf spring 14. The driver is, for example, a pin located in a socket 49 made in the body of the rotor 5 (Figs. 16, 17), and contacting with chamfer 4 on rod 3 (Fig. 1).

The torque hydraulic cylinder has upper and lower covers 11 (Fig. 1), which are rigidly and detachably attached to the body 12. In the covers 11 (Fig. 18) there are openings 46 to allow free passage of the rod 3. The working cavities A and B of the torque hydraulic cylinder (Fig. 15) are connected through hydraulic channels to the spool valve. The spool valve includes a body 51, two command cylindrical spools 53 and 56 with return springs 54 and 55, two electromagnets 52 and 57, pressure , and drains , hydraulic channels with corresponding injection and drain windows (not shown in Fig. 15). The spool valve is connected to the engine lubrication system 58 and the engine control unit (not shown in Fig. 15).

The kinematic connection of the rod with the rotor of the rod locking control unit can also be implemented using the following approximate options:

- using a straight spline connection;

- using a slot along the length of the rod, interacting with a pin rigidly fixed to the rotor;

- by using two flats along the length of the rod, interacting with a leash in the form of a bracket, rigidly installed on the rotor;

- using a rod of rectangular cross-section, for example, a square.

The feasibility of the options for performing the connection between the rod and the rotor is determined by the adopted technology for manufacturing the rod and rotor.

ENGINE OPERATION

First, a description of the on state of the cylinders is given . During engine start-up and high-level load, all cylinders are in the on position. In this case, the rod locking unit rigidly locks rod 3 with the upper guide 22 of the linkage as shown in Figs. 1 and 6: fingers 8 are engaged both with recesses 16 of rod 3 (Fig. 2) and with recesses 17 of half-cage 10 (Fig. 5), thereby preventing linear movement of rod 3 relative to the upper guide 22 of the linkage. Thus, when crankshafts 27 (Fig. 1) rotate, piston 2, connected to rod 3, performs a reciprocating motion in cylinder 1, and a working cycle occurs in the above-piston cavity of cylinder 1. The resulting alternating force P from piston 2 through rod 3 and the rod locking unit is transmitted to the upper 22 and lower 26 guide links depending on the sign of force P and then through support elements in the form of half-rollers 23 and 36 (Fig. 23) is transmitted to crankshafts 27.

The following is a description of the process of disabling a cylinder by stopping the piston. In the absence of a control signal from the engine control unit, the cylinders are in the on position, in which the pistons perform a reciprocating motion during the rotation of the crankshafts.

When a control signal is supplied to the electromagnet 52 (Fig. 15) from the engine control unit, the spool 53, overcoming the return spring 54, moves to the left and opens the hydraulic injection and drain windows. In this case, oil under pressure from the engine oil system 58 through oil channels oil enters cavity A and simultaneously from cavity B through channels is drained into the engine crankcase 38. As a result, under the action of the pressure difference applied to the blade 13, the energy of the oil flow is converted into the mechanical energy of the rotational motion of the rotor 5 (in this case, the rotor rotates counterclockwise).

Together with the rotor 5, the rod 3 will rotate, which is kinematically connected to the rotor with the help of, for example, the chamfer 4 on the rod 3 (Fig. 1, 2 and 4) and the leash 48 (Fig. 15), located in the body of the rotor 5. In this case, the edges of the recesses 16 on the rod (Fig. 2 and 3) spread the locking pins 8 as shown in Fig. 6, 7 and 8. In the initial position, when the angle β of rotation of the rod 3 is equal to zero (Fig. 6), the cylinder 1 is turned on, that is, when the crankshafts 27 (Fig. 1) rotate, the piston 2 performs a reciprocating motion. At the angle of rotation of the rod of approximately β=90° (Fig. 8), the locking pins 8 completely exit the recesses 16 and subsequently one of the pins contacts the chamfer 4 made along the working length of the rod 3 in the plane perpendicular to the placement of the recesses 16, and the second pin contacts along the outer surface of the rod 3. In this case, the rod is unlocked and the linkage together with the rod locking unit will move freely relative to the stopped rod 3, and together with it the stopped piston. Thus, since the piston 2 is stopped, it can be considered that the cylinder 1 is disconnected. At the current rotation of the rod 3, determined by the angle β, as shown in Fig. 7, the process of unlocking the rod 3 from the upper guide 22 of the linkage occurs, i.e. the process of disconnecting the cylinder is carried out.

Then a description of the cylinder activation is given . In this case, the rotor 5 (Fig. 15) is reversed by a control signal from the engine control unit applied to the electromagnet 57. When the electromagnet is triggered, the spool 56, compressing the spring 55, moves to the right, opening the corresponding injection and drain windows and oil from the oil system 58 under pressure enters cavity B through channels , and drains from cavity A into the engine crankcase through channels . At the end of the rotation of rotor 5, rod 3 and locking pins 8 occupy their initial position, in which the rod is locked with the linkage, i.e. the cylinder is switched on.

According to the present disclosure, when it is required to switch on or switch off a part of the cylinders depending on the engine load level, the rod can rotate in one direction or the other by a command from the control signal from the engine control unit, so that the kinematic connection between the rod (piston) and the linkage connected to the crankshafts is blocked or unblocked. Such technology allows to switch on and switch off any cylinder (or group of cylinders) of the engine simply by stopping the piston with the crankshafts rotating.

In this case, the piston may stop in the following cases:

- in a position close to top dead center (TDC), as shown in Fig. 19, 20;

- in the bottom dead center (BDC) position shown in Fig. 21, 22;

- in an intermediate position between TDC and BDC.

During the reciprocating motion of the link, between the stopped rod 3 and the locking pins 8 (Fig. 8), which move together with the link and are pressed against the rod through the half-shells 10 by elastic elements 9 in the form of compression springs (as shown in Fig. 1), a frictional force arises, which tends to set the rod 3 in motion. However, this frictional force is significantly less than the frictional force between the piston 2 with the sealing rings and the cylinder 1. Therefore, in the disconnected cylinder, during the reciprocating motion of the link together with the locking pins, the piston will be in a stopped position.

It is preferable that the piston rod lock control unit could control the cylinder deactivation in such a way that the piston is stopped during the engine operating cycle processes where the total force P applied to the piston is insignificant - at the end of the expansion and during the exhaust process. It is undesirable to stop the piston during the intake process, since the fresh charge, firstly, will cool the deactivated cylinder and, secondly, during the subsequent activation of the cylinder on the exhaust stroke, the fresh charge will be removed from the cylinder for free, which reduces the engine efficiency and increases the emissions of unburned hydrocarbons CH with the exhaust gases.

The use of the cylinder deactivation technology according to the present invention provides the following advantages:

1. Modular cylinder deactivation by stopping the piston increases the engine's fuel efficiency from 15% at high load levels to 40% at engine idle levels, and also reduces emissions of toxic substances with exhaust gases, especially unburned hydrocarbons CH.

2. In a connecting rod-less engine, disabling the cylinders does not affect its vibration from the reciprocating inertial forces and centrifugal inertial forces, which are completely balanced regardless of the number and arrangement of the working cylinders (Mishchenko N.I. Non-traditional small-sized internal combustion engines. In 2 volumes. Vol. 1. Theory, development and testing of non-traditional internal combustion engines. - Donetsk: "Lebed", 1998. - 228 p.).

3. The cylinder on/off system has a high response speed: according to experimental studies, the response time is about 0.05...0.15 sec.

4. The proposed mechanism for disabling the cylinders does not require large energy costs for the process of disabling and enabling the cylinders, which amount to 30…50 W. The pressure is used to drive the rotor of the rod locking control unit. oils from the engine lubrication system.

5. The problem of synchronizing the operation of the power supply, ignition, and gas distribution systems when the cylinders are switched off is eliminated.

6. The proposed connecting rod-less engine provides the ability to deactivate cylinders by stopping the piston, while maintaining the traditional designs of the cylinder head, crank mechanism, crankcase, crankshafts, as well as the lubrication, cooling and power supply systems with minor design changes to the piston rod, cylinder block and linkage guides.

7. The cylinder deactivation mechanism can be used in connecting rod-less piston internal combustion engines: diesel, gasoline engines, with and without turbocharging.

SOURCES OF INFORMATION,

taken into account when drafting the application description

1. US Patent No. 4,231,338, US. CL. 123/568, Int. CL. ³ F02M 25/06, published 1980.

2. US Patent No. 4,204,514, US. CL. 123/198, Int. CL. F02D 17/00, published 1980.

3. Japanese Application No. 341646, IPC5 F01L 13/00. Published 1991.

4. US Patent No. 7317984 B2, US. CL. 701/112; 123/320, Int. CL.: G061 19/00; F02B 33/00, published 2008.

5. US Patent No. 4,069,803, US. CL. 123/198, Int. CL. ² F02B 75/18, published 1978.

6. US Patent No. 4,394,854, US. CL. 123/198, Int. CL. F02D 17/02, published 1983.

7. Patent RU No. 2794018 C1, IPC: F01B 9/02 (2006.1); F02B 75/32 (2006/01), publ. 2023.

8. Orlov P.I. Basics of Design. Reference and Methodological Manual in 3 Books. Book 1. 2nd Edition, Revised and Supplemented. Moscow, "Mashinostroenie", 1977. - 623 p.

9. Mishchenko N.I. Non-traditional small-sized internal combustion engines. In 2 volumes. Vol. 1. Theory, development and testing of non-traditional internal combustion engines. - Donetsk: "Lebed", 1998. - 228 p.

Claims (13)

1. A connecting rod-less piston engine with modular cylinder deactivation, comprising a fixed crankcase with a cylinder mounted thereon, two parallel crankshafts located on two sides of the cylinder, and a piston located in the cylinder and connected by means of a rod to a linkage having upper and lower guides with support surfaces located in the plane of rotation of the crankshafts perpendicular to the axis of the rod, at least two support elements made in the form of half-rollers mounted on each crank journal of the crankshafts next to each other, one half-roller serves for rolling along the support surface of the upper guide linkage, the second half-roller serves for rolling along the support surface of the lower guide linkage, the half-rollers are equipped for the possibility of rolling without slipping with a mechanism for turning the half-rollers, made in the form of a rack cylindrical gear transmission, in which the toothed half ring is rigidly connected to the half-roller, and the toothed racks are rigidly attached to the corresponding guide of the link, characterized in that the engine additionally includes a mechanism for modular cylinder shutdown by stopping the piston, consisting of a rod locking unit used to connect and disconnect the rod from the link, wherein the rod has a constant kinematic connection with the piston, and the rod locking control unit is connected to the engine control unit. 2. An engine according to claim 1, characterized in that the rod locking unit comprises a housing rigidly attached to the upper guide of the linkage and having two coaxial openings through which the rod passes with a gap, a disk located in the housing with the possibility of sliding, in which two through coaxial openings are made perpendicular to each other, in one of which the rod can move, and in the other opening two half-shells are located on both sides of the rod with the possibility of linear movement, the half-shells have cylindrical recesses with a radius , in turn, in the lower part of the rod, the same recesses are made on diametrically opposite sides and are mutually arranged so that the recesses in the rod and the recesses in the half-shells form two cylindrical cavities with a diameter , in which two fixing pins with a diameter of , and the diameter of the cylindrical cavity is equal to , Where - the ratio of the diameters of the cylindrical cavity and the fixing pin, preferably , which ensures the greatest load-bearing capacity of the cylindrical joint, the half-shells are pressed against the locking pins with the help of elastic elements made, for example, in the form of cylindrical compression springs installed in these holes and resting with their free ends on the inner surface of the housing, the rod has the ability to angularly rotate relative to the axis of the cylinder in order to unlock its linear movement relative to the housing, thereby stopping the rod with the piston and turning the cylinder off in the presence of a reciprocating movement of the linkage, the rod has a drive element for the ability to implement angular rotation, made in the form of, for example, at least one chamfer on the outer surface of the rod, preferably of length , where S is the piston stroke, the upper and lower guides of the linkage, as well as the central pillar of the linkage have openings to allow free reciprocating movement of the rod. 3. The engine according to claim 1, characterized in that the rod lock control unit comprises a torque hydraulic cylinder and a cylindrical spool valve connected to the engine control unit, the torque hydraulic cylinder consists of a torque hydraulic cylinder body, fixedly and coaxially mounted in the lower part of the engine cylinder, a rotor capable of reciprocating and rotary movement within 90 degrees, a blade located with a gap in the rotor groove and pressed against the working surface of the torque hydraulic cylinder body by means of an elastic element in the form of a leaf spring, and a driver serving for the kinematic connection of the rotor with the rod, wherein the driver is, for example, a pin located in a socket made in the rotor body, which contacts the drive element in the form of at least one chamfer made along the outer surface of the rod, the side surfaces of the blade and the torque hydraulic cylinder body form two working cavities (A) and (B), connected through hydraulic channels to the spool valve a distributor containing a distributor housing, two command cylindrical spool valves with return springs, two electromagnets and injection and drain windows, as well as oil channels, the command spool valves serve to control the reversible angular movement of the rotor, and along with it the rod, by changing the direction of the oil flow between cavities (A) and (B) depending on the engine load level. 4. An engine according to item 1, characterized in that the upper and lower guides of the linkage, as well as the central pillar of the linkage, have openings to allow free reciprocating movement of the rod. 5. An engine according to item 1, characterized in that the upper part of the rod is rigidly connected to the engine piston. 6. An engine according to item 2, characterized in that two longitudinal chamfers are made on the outer surface of the rod, which are located on diametrically opposite sides of the rod. 7. An engine according to item 2, characterized in that the housing of the rod locking unit is made in the form of a ring equipped with stiffening ribs. 8. An engine according to item 7, characterized in that the housing of the rod locking unit in the form of a ring is made as a single piece with the upper guide of the linkage. 9. An engine according to item 2, characterized in that the outer working surface of the semi-cage has a cylindrical shape. 10. An engine according to item 1, characterized in that the rod lock control unit is fixedly installed in the lower part of the cylinder. 11. An engine according to item 2, characterized in that one recess is made on the side surface of the rod, which can interact with the same recess of one half-cage. 12. The engine according to item 2, characterized in that the length of the locking pin is equal to the diameter of the rod. 13. The engine according to item 2, characterized in that the angular rotation of the rod is 90 degrees.