Scotch yoke lubricating system and opposed engine

Abstract

The invention relates to the technical field of engines, and provides a Scotch yoke lubricating system and an opposed engine. The Scotch yoke lubricating system comprises a crankshaft, a bearing, a sliding block and a frame, the frame does reciprocating rectilinear motion in the first direction and is provided with a first sliding groove extending in the second direction, the sliding block is arranged in the first sliding groove in a sliding mode and is provided with an installation through hole penetrating through the sliding block in the third direction, and a crank throw of the crankshaft penetrates through the installation through hole. The bearing is arranged between the hole wall of the mounting through hole and a crank throw of the crankshaft, the crankshaft is provided with a first oil hole and a first flow channel, the diameter of the first oil hole is 3-6 mm, the first flow channel is communicated with the first oil hole and the bearing, the bearing is provided with a flow channel hole which is through in the radial direction and has the diameter of 3-6 mm, the sliding block is provided with a second flow channel, and the second flow channel is communicated with the bearing and the groove wall of the first sliding groove; the lubricating oil is guided to flow, proper oil supply pressure and oil supply amount are guaranteed, and it is guaranteed that the lubricating oil can be evenly distributed on the friction surface.

Description

Technical Field

[0001] The invention relates to the technical field of engines, and in particular to a Scotch yoke lubrication system and an opposed engine. Background Art

[0002] In the related technology, combined Figure 1 The Scotch yoke lubrication system includes a frame 23' and a slider 22'. When applied to an internal combustion engine, the frame 23' is connected to the piston of the cylinder to bear and transmit the normal thrust of the piston. The frame 23' performs reciprocating linear motion along the horizontal direction with the piston 24'. The frame 23' has a first sliding groove 235' inside. The slider 22' is slidably arranged in the first sliding groove 235'. The slider 22' performs reciprocating linear motion along the vertical direction. The slider 22' has a mounting through hole 222' for the crankshaft to pass through, and the crankshaft is sleeved with a bearing 26', thereby driving the crankshaft to rotate. When the frame 23 moves to the left in the horizontal direction, the right side groove wall of the first sliding groove 235' pushes the slider 22' to move to the left synchronously, and the slider 22' abuts against the right side groove wall of the first sliding groove 235', and slides relative to the right side groove wall of the first sliding groove 235' in the vertical direction, and the slider 22' and the right side groove wall of the first sliding groove 235' rub against each other. When the frame 23′ moves to the right in the horizontal direction, the left groove wall of the first sliding groove 235′ pushes the slider 22′ to move to the right synchronously, and the slider 22′ abuts against the left groove wall of the first sliding groove 235′, and slides relative to the left groove wall of the first sliding groove 235′ in the vertical direction. The slider 22′ rubs against the left groove wall of the first sliding groove 235′, causing the slider 22′ to be easily worn. Summary of the invention

[0003] The object of the present invention is to provide a Scotch yoke lubrication system and an opposed engine, aiming to solve the technical problem that the sliding block of the existing Scotch yoke lubrication system is easy to wear.

[0004] In the first aspect, the present application provides a Scotch yoke lubrication system, which includes a crankshaft, a bearing, a slider and a frame, the frame performing reciprocating linear motion along a first direction, the frame having a first sliding groove extending along a second direction, the slider being slidably disposed in the first sliding groove, the slider having a mounting through hole penetrating the slider along a third direction, the first direction, the second direction and the third direction being perpendicular to each other, the crank of the crankshaft being passed through the mounting through hole, the bearing being disposed between the hole wall of the mounting through hole and the crank of the crankshaft, the crankshaft having a first oil hole and a first flow channel, the first oil hole extending along the third direction, the diameter of the first oil hole being 3mm to 6mm, the first flow channel connecting the first oil hole and the bearing, the bearing being provided with a flow channel hole penetrating in a radial direction and having a diameter of 3mm to 6mm, the slider having a second flow channel connecting the bearing and the groove wall of the first sliding groove.

[0005] In a second aspect, the present application provides an opposed engine, comprising an engine body and a Scotch yoke lubrication system as described above, wherein the frame and the slider are located in the engine body, and the crankshaft seal is penetrated to the outside of the engine body.

[0006] The beneficial effects of the Scotch yoke lubrication system and opposed engine provided by the present invention are as follows: the lubricating oil flows through the first oil hole of the crankshaft, the first flow channel of the crankshaft, the flow channel hole, and the second flow channel of the slider in sequence, and is effectively distributed to provide lubrication for the relative rotating friction pair between the slider and the bearing, and to provide lubrication for the relative sliding friction pair between the slider and the groove wall of the first sliding groove, thereby reducing the friction and wear of the slider. The diameter of the first oil hole is 3mm to 6mm, and the diameter of the flow channel hole is 3mm to 6mm, which does not destroy the structural strength of the crankshaft, guides the flow of the lubricating oil, ensures appropriate oil supply pressure and oil supply amount, and ensures that the lubricating oil can be evenly distributed on the friction surface, thereby solving the technical problem of easy wear of the slider of the existing Scotch yoke lubrication system and improving the reliability and durability of the Scotch yoke lubrication system. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0008] Figure 1 It is a structural schematic diagram of a Scotch yoke lubrication system in the related art;

[0009] Figure 2A schematic diagram of the assembly of a Scotch yoke lubrication system provided by an embodiment of the present invention;

[0010] Figure 3 A lubrication schematic diagram of a Scotch yoke lubrication system provided in an embodiment;

[0011] Figure 4 Another lubrication schematic diagram of the Scotch yoke lubrication system provided in the embodiment;

[0012] Figure 5 A schematic diagram of a concave surface texture of a Scotch yoke lubrication system provided in an embodiment;

[0013] Figure 6 A schematic diagram of a frame provided with a concave surface texture in an embodiment;

[0014] Figure 7 Another perspective view of the frame with the concave surface texture in the embodiment;

[0015] Figure 8 It is a graph of experimental results of a Scotch yoke lubrication system in the related art;

[0016] Fig. 9 is another experimental result diagram of the Scotch yoke lubrication system in the related art;

[0017] Fig.10 for Figure 2 A cross-sectional view of the Scotch yoke lubrication system along line AA;

[0018] Fig.11 A schematic diagram of a use of a Scotch yoke lubrication system provided by an embodiment of the present invention;

[0019] Fig.12 Schematic diagram for comparing the displacement of the piston and the traditional piston;

[0020] Fig.13 A schematic diagram showing the speed comparison between the piston and the conventional piston;

[0021] Fig.14 It is a schematic diagram comparing the acceleration of the piston and the traditional piston;

[0022] Fig.15 A schematic diagram comparing the jerkiness of the piston and the conventional piston;

[0023] Fig.16 A schematic diagram of another use of the Scotch yoke lubrication system provided by an embodiment of the present invention;

[0024] Fig.17 A schematic structural diagram of a framework of a Scotch yoke lubrication system provided by an embodiment of the present invention;

[0025] Fig.18 A schematic cross-sectional view of a frame for a Scotch yoke lubrication system;

[0026] Fig.19 Schematic diagrams of eight cross sections of the framework of the Scotch yoke lubrication system;

[0027] Fig. 20 An exploded view of a Scotch yoke lubrication system provided for an embodiment of the present invention;

[0028] Fig.21 It is a schematic diagram of the installation of the piston of the Scotch yoke lubrication system;

[0029] Fig. 22 It is a schematic diagram of a first structure of a torque elimination device of a Scotch yoke lubrication system in an embodiment of the present invention;

[0030] Fig.23 It is a second structural schematic diagram of the torque elimination device of the Scotch yoke lubrication system in an embodiment of the present invention;

[0031] Fig.24 A third structural schematic diagram of the torque elimination device of the Scotch yoke lubrication system in an embodiment of the present invention;

[0032] Fig.25 It is a schematic diagram of the assembly of the second rotating wheel and the torque elimination pin of the torque elimination device in the embodiment;

[0033] Fig.26 for Fig.25 Right sectional view of .

[0034] Among them, the reference numerals in the figure are:

[0035] X, first direction; Y, second direction; Z, third direction;

[0036] 10. crankshaft; 11. crank; 12. axis; 13. rotation track; 14. first oil hole; 15. first flow channel; 151. first sub-flow channel; 152. second sub-flow channel;

[0037] 20. Lubricating oil film; 21. Cylinder; 22. Slider; 221. Second flow channel; 222. Mounting through hole; 223. Assembly hole; 23. Frame; 231. Frame base; 232. Linear rod; 233. Front end; 234. Rear end; 235. First sliding groove; 236. Linear guide; 237. Oil delivery channel; 24. Piston; 241. Clamping groove; 25. Piston pin; 26. Bearing; 27. Clamping ring;

[0038] 30. torque elimination device; 31. torque elimination mass block; 311. second sliding groove; 32. first rotating wheel; 33. second rotating wheel; 34. torque elimination block; 341. slider track; 35. torque elimination pin; 36. torque elimination bearing; 371. synchronous belt; 372. transmission gear; 38. torque elimination guide rail; 39. rolling element;

[0039] 40. Concave surface texture; 41. First groove; 42. Second groove. DETAILED DESCRIPTION

[0040] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0041] Reference throughout the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present application. Thus, when the phrases "in one embodiment" or "in some embodiments" appear in various places throughout the specification, not all references are to the same embodiment. Furthermore, in one or more embodiments, the particular features, structures, or characteristics may be combined in any suitable manner.

[0042] In the description of the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0043] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features.

[0044] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0045] Embodiment 1

[0046] Combination Figures 2 to 4 The present application provides a Scotch yoke lubrication system. The Scotch yoke lubrication system includes a crankshaft 10, a bearing 26, a slider 22 and a frame 23. The first direction X, the second direction Y and the third direction Z are perpendicular to each other. The frame 23 performs reciprocating linear motion along the first direction X. The frame 23 has a first sliding groove 235 extending along the second direction Y. The slider 22 is slidably arranged in the first sliding groove 235. The slider 22 has a mounting through hole 222 that passes through the slider 22 along the third direction Z. The crank 11 of the crankshaft 10 is penetrated through the mounting through hole 222. The bearing 26 is arranged between the hole wall of the mounting through hole 222 and the crank 11 of the crankshaft 10. The crankshaft 10 has a first oil hole 14 and a first flow channel 15. The first oil hole 14 extends along the third direction Z. The diameter of the first oil hole 14 is 3mm to 6mm. The first flow channel 15 connects the first oil hole 14 and the bearing 26. The bearing 26 is provided with a flow channel hole which penetrates in the radial direction and has a diameter of 3 mm to 6 mm. The slider 22 has a second flow channel 221 which communicates with the bearing 26 and the groove wall of the first sliding groove 235 .

[0047] Combination Figure 3 and Figure 4 The lubricating oil flows through the first oil hole 14 of the crankshaft 10, the first flow channel 15 of the crankshaft 10, the bearing 26, and the second flow channel 221 of the slider 22 in sequence, forming a lubricating oil path, effectively distributing the lubricating oil among the crankshaft 10, the bearing 26, the slider 22 and the frame 23, providing lubrication for the relative rotation friction pair between the slider 22 and the bearing 26, and providing lubrication for the relative sliding friction pair between the slider 22 and the groove wall of the first sliding groove 235. The diameter of the first oil hole 14 is 3mm to 6mm, and the diameter of the flow channel hole is 3mm to 6mm, which does not damage the structural strength of the crankshaft 10, guides the flow of lubricating oil, ensures the appropriate oil supply pressure and oil supply, ensures that the lubricating oil can be evenly distributed on the friction surface, reduces the wear of the slider 22, and improves the reliability and durability of the Scotch yoke lubrication system.

[0048] On the contrary, if the diameter of the first oil hole 14 is 2 mm and the diameter of the flow channel hole of the bearing 26 is 2 mm, the oil supply and pressure of the bearing 26 will be insufficient, which will cause serious wear on the surface of the slider 22. Fig. 9 Due to insufficient oil supply and wear, the upper right corner of the slider 22 has a peeling area B (in the actual results, peeling occurs not only in the upper right corner, but also at the edge and below). The peeled particles fall into the engine body, especially into the friction pair (for example, between the slider 22 and the groove wall of the first sliding groove 235), which will aggravate the friction.

[0049] In some embodiments, in combination Figure 3 and Figure 4 , the oil supply pressure of the first oil hole 14 of the crankshaft 10 is less than the oil supply pressure of the oil pump. Optionally, the rotation speed of the crankshaft 10 is 1000rpm~4500rpm, the oil supply pressure of the first oil hole 14 is 2bar~8bar, the oil supply pressure and the oil supply amount are strongly related, and the oil supply amount is 7.0L / min~40.5L / min. If the oil supply amount is particularly large and the oil supply pressure is high, the oil pump will be damaged. If the oil supply pressure of the first oil hole 14 is too small and the oil supply is insufficient, the bearing 26 will fail. For example, see Figure 8 When the oil supply of the first oil hole 14 is 6.0L / min, the outer wall of the slider 22 is severely worn, the wear-resistant coating on the surface is polished, and the ablation area A appears in the area with insufficient oil supply. Friction is affected by the relative motion rate and the sliding kinematic pair. Since the deformation of the slider 22 is mainly affected by factors such as dynamic pressure lubrication, normal force, and load, and the relative motion rate is determined after the stroke of the piston 24 of the cylinder 21 is determined, and then the normal force is determined by the cylinder diameter of the cylinder 21 and the weight of the piston 24, the dynamic pressure lubrication is adjusted by adjusting the oil supply pressure and the oil supply amount to ensure a better lubrication effect.

[0050] In some embodiments, the maximum operating temperature of the lubricating oil is 140° C. Since viscosity is affected by temperature and pressure, the maximum operating temperature of the lubricating oil can be controlled to prevent the lubricating oil film 20 from being damaged due to a decrease in its bearing capacity.

[0051] In some embodiments, the surface roughness of the groove wall of the first sliding groove 235 is at most Ra 0.6, thereby effectively reducing friction. In some embodiments, the surface roughness of the outer wall of the slider 22 is at most Ra 0.8, thereby effectively reducing friction. In some embodiments, the surface roughness of the hole wall of the mounting through hole 222 and / or the surface of the bearing shell of the bearing 26 (i.e., the surface of the bearing 26 in contact with the mounting through hole 222) is at most Ra 0.6.

[0052] Combination Figure 2 and Fig.11, in the ignition / power stroke of the internal combustion engine, the normal thrust of the piston 24 is large. If the slider 22 uses a plane sliding bearing to reduce the friction pair pressure and PV value (pressure × sliding speed) to prevent the friction pair from being deformed and damaged due to high normal pressure, the plane sliding bearing has a bad working condition and limited space. It is difficult to design a step structure on the plane sliding bearing to guide the flow of lubricating fluid. When the sliding direction of the friction pair changes back and forth and the normal load changes drastically, reliable dynamic pressure lubrication cannot be achieved. In addition, the plane sliding bearing cannot be connected to the first oil hole 14 of the crankshaft 10 through the flow channel, resulting in the distal part of the slider 22 being unable to be fully supplied with oil, and the lubricating oil reserve of the slider 22 is limited (it is not possible to design an excessively large groove on the surface of the slider 22 to store a large amount of lubricating oil. An excessively large groove will weaken the structural strength and reduce the stiffness / load-bearing capacity of the lubricating oil film 20). It is difficult to provide sufficient lubricating oil during the entire ignition stroke. The lubricating oil film 20 may break, resulting in direct contact between the rough peaks, which aggravates friction and wear.

[0053] To this end, in some embodiments, at least one of the groove wall of the first sliding groove 235 and the outer side wall of the slider 22 has a concave surface texture 40, and at least one of the hole wall of the mounting through hole 222 and the bearing shell of the bearing 26 (i.e., the surface of the bearing 26 in contact with the mounting through hole 222) has a concave surface texture 40. The concave surface texture 40 can store lubricating oil, establish a stable lubricating oil film 20 and achieve reliable lubrication. Even if the movement direction of the slider 22 and the frame 23 changes back and forth and the normal load changes drastically, the stored lubricating oil will be released to provide additional buffering, further reducing the friction and wear of the slider 22. The concave surface texture 40 enables the Scotch yoke lubrication system to maintain stable performance in high-load, high-frequency reciprocating motion, thereby improving the reliability and durability of the Scotch yoke lubrication system.

[0054] In one embodiment, the inner concave surface texture 40 is located on the groove wall (combined with the groove wall of the first sliding groove 235) Figure 6 and Figure 7 ) and one of the outer side walls of the slider 22, the concave surface texture 40 is located on the hole wall of the mounting through hole 222 (combined with Figure 3 and Figure 4 ) and the bearing shell of bearing 26 (combined Figure 3 and Figure 4 ), since the hole wall of the mounting through hole 222 and the bearing bush of the bearing 26 generate rotational friction, the outer wall of the slider 22 and the groove wall of the first sliding groove 235 generate sliding friction, and both friction pairs can form a stable lubricating oil film 20, which is beneficial to reduce the wear of the slider 22.

[0055] For example, combined with Figure 6, the concave surface texture 40 is located in one of the hole wall of the installation through hole 222 and the bearing bush of the bearing 26, and the concave surface texture 40 is located in the groove wall of the first sliding groove 235. The frame 23 accommodates the slider 22 and the bearing 26. The frame 23 has a large area, and it is easy to set the concave surface texture 40 on the groove wall of the first sliding groove 235, so as to achieve full coverage of sliding lubrication between the frame 23 and the slider 22, and avoid setting the concave surface texture 40 on the outer wall of the slider 22, thereby reducing the manufacturing difficulty. For example, the concave surface texture 40 is located at the hole wall of the installation through hole 222 and the outer wall of the slider 22 at the same time, which respectively reduces the rotational friction between the hole wall of the installation through hole 222 and the bearing bush of the bearing 26, and the sliding friction between the outer wall of the slider 22 and the groove wall of the first sliding groove 235, and it is only necessary to process the concave surface texture 40 on the slider 22, and it is not necessary to process the concave surface texture 40 on other components, thereby reducing the manufacturing difficulty.

[0056] In one embodiment, the concave surface texture 40 is located on the groove wall of the first sliding groove 235, the outer wall of the slider 22, the hole wall of the mounting through hole 222, and the bearing bush of the bearing 26. The concave surface texture 40 is located on the groove wall of the first sliding groove 235 and the outer wall of the slider 22 at the same time, which greatly reduces the sliding friction between the outer wall of the slider 22 and the groove wall of the first sliding groove 235, thereby reducing the wear of the slider 22. Figure 3 and Figure 4 The concave surface texture 40 is located at both the hole wall of the mounting through hole 222 and the bearing shell of the bearing 26 , which greatly reduces the rotational friction between the hole wall of the mounting through hole 222 and the bearing shell of the bearing 26 , thereby reducing the wear of the slider 22 .

[0057] In some embodiments, in combination Figure 5 (a) Figure 5 (b) Figure 5 (c) and Figure 5 (e) The concave surface texture 40 includes a first groove 41 and a plurality of second grooves 42, and the plurality of second grooves 42 are all connected to the first groove 41, which facilitates the lubricating oil to be spread more quickly on the entire concave surface texture 40. The plurality of second grooves 42 are spaced along the length direction of the first groove 41, which increases the area of ​​the concave surface texture 40 and the storage space of the lubricating oil, so that the lubricating oil can be spread more evenly on the friction pair, avoiding the local oil shortage of the friction pair and causing lubrication failure, and providing more stable and continuous lubrication.

[0058] In addition, the first groove 41 and the second groove 42 are cross-arranged, the first groove 41 increases the size of the concave surface texture 40 in the length direction of the first groove 41, and the second groove 42 increases the size of the concave surface texture 40 in the width direction of the first groove 41, which is beneficial for the concave surface texture 40 to spread on the friction surface, increase the lubrication area, and improve the lubrication effect between the friction pairs.

[0059] It can be understood that in other embodiments, Figure 5 (d) The concave surface texture 40 is a first groove 41, and does not include a second groove 42, which simplifies the processing and manufacturing of the concave surface texture 40; or, the concave surface texture 40 includes a first groove 41 and a plurality of second grooves 42 that are not connected, and the lubricating oil can only be spread to the friction pair surface by the relative movement of the friction pair, which is not conducive to the rapid and comprehensive spreading of the lubricating oil and the establishment and maintenance of the lubricating oil film.

[0060] In one embodiment, in combination Figure 5 (a) Figure 5 (b) and Figure 5 (c) The shape of the first groove 41 is linear, and the linear groove reduces the flow resistance and retention time of the lubricating oil in the first groove 41, thereby improving the lubrication efficiency. Figure 5 (d) and Figure 5 (e) The shape of the first groove 41 is curved, especially a sinusoidal groove, which can produce a stronger fluid dynamic pressure effect, help to distribute the lubricating oil more evenly on the friction surface, improve the lubrication effect, and the curved groove has a larger surface area, which spreads the flow area and lubrication area of ​​the first groove 41.

[0061] In one embodiment, the angle between the length direction of the first groove 41 and the length direction of the second groove 42 is 30° to 150°. Figure 5 (a) and Figure 5 (e) The length direction of the second groove 42 is perpendicular to the length direction of the first groove 41. On the one hand, the overall structural stability of the concave surface texture 40 is enhanced. On the other hand, the perpendicular intersection design helps the lubricating oil to be more evenly distributed in two directions, ensuring that the friction pair is fully lubricated. Figure 5 (b) and Figure 5(c) The length direction of the second groove 42 is obliquely intersected with the length direction of the first groove 41 to optimize the dynamic pressure lubrication effect. When the angle at which the lubricating oil flows from the first groove 41 to the second groove 42 is an obtuse angle, the flow resistance of the lubricating oil is reduced, which is conducive to spreading the concave surface texture 40 more quickly; when the angle at which the lubricating oil flows from the first groove 41 to the second groove 42 is an acute angle, the flow speed of the lubricating oil is reduced, which is conducive to the lubricating oil spreading the concave surface texture 40 smoothly and without bubbles, thereby improving the quality of the lubricating oil film 20.

[0062] In one embodiment, in combination Figure 5 (a) Figure 5 (b) Figure 5 (c) and Figure 5 (e) The second groove 42 is in a straight line shape, which reduces the flow resistance, especially when the flow area of ​​the second groove 42 is small, which helps the lubricating oil to fill the second groove 42. It can be understood that in other embodiments, the second groove 42 is in a curved shape, especially a sinusoidal shape, which can produce a stronger fluid dynamic pressure effect, help to distribute the fluid more evenly on the friction surface, and can increase the lubrication area, store more lubricating oil, and establish a stable and reliable lubricating oil film 20.

[0063] In one embodiment, the first groove 41 serves as the main fluid channel for the lubricating oil, such as the first groove 41 located at the bearing 26 is directly connected to the first flow channel 15, the first groove 41 located at the slider 22 is directly connected to the second flow channel 221, and the first groove 41 located at the frame 23 is opposite to the outlet of the second flow channel 221.

[0064] In one embodiment, in combination Figure 5 (a) Figure 5 (b) Figure 5 (c) The number of the first groove 41 is one, which is conducive to accurately controlling the flow path and flow distribution of the lubricating oil, and ensuring that the entire concave surface texture 40 is covered. For example, the first groove 41 is used for oil intake and is distributed to all the second grooves 42 connected thereto, so that no individual first groove 41 or second groove 42 will be depleted of oil due to distance or height factors. In another embodiment, combined with Figure 5 (d) and Figure 5 (e) The number of the first grooves 41 is more than two, and at least two first grooves 41 can disperse the flow path of the lubricating oil so that the fluid can be distributed more quickly and evenly on the entire friction surface.

[0065] In some embodiments, in combination Figures 5 to 7The flow area of ​​the first groove 41 is larger than the flow area of ​​the second groove 42, so that sufficient lubricating oil can be delivered to each second groove 42 and the downstream distal area of ​​the lubricating oil path. The first groove 41 can accommodate and deliver more lubricating oil, ensuring that sufficient lubricating oil can be delivered to each second groove 42 even under high load or high speed operation conditions.

[0066] Specifically, the flow area of ​​the first groove 41 is 1.5 to 3 times the flow area of ​​the second groove 42. On the one hand, it prevents the flow area of ​​the second groove 42 from being too small, ensuring that the lubricating oil in the first groove 41 can quickly cover the second groove 42. At the same time, it limits the flow area of ​​the first groove 41 to be greater than or equal to 1.5 times the flow area of ​​the second groove 42, avoiding large processing volume of the second groove 42 to affect the structural strength and reduce the bearing capacity of the lubricating oil film 20.

[0067] In some embodiments, in combination Figure 7 (a), the concave surface texture 40 covers the groove wall of the first sliding groove 235 along the second direction Y, and the flow area in the middle of the concave surface texture 40 in the second direction Y is larger than the flow area at the end. Since the slider 22 slides along the middle of the first sliding groove 235 to one end of the first sliding groove 235, then returns to slide to the other end of the first sliding groove 235, and then returns to the middle of the first sliding groove 235, the slider 22 rubs against the middle of the first sliding groove 235 many times and for a long time, requiring a large lubrication area and / or a large thickness of the lubricating oil film 20, which is conducive to focusing on improving the lubrication effect of the middle of the first sliding groove 235.

[0068] Optionally, combined Figure 7 (a), the first groove 41 covers the groove wall of the first sliding groove 235 along the second direction Y, and the density of the plurality of second grooves 42 in the middle of the first sliding groove 235 is greater than the density of the plurality of second grooves 42 at the end of the first sliding groove 235, thereby achieving a large flow area in the middle of the inner concave surface texture 40. Optionally, the flow area of ​​the first groove 41 in the middle of the first sliding groove 235 is greater than the flow area at the end of the first sliding groove 235, thereby achieving a large flow area in the middle of the inner concave surface texture 40.

[0069] In some embodiments, please combine Figure 3 and Figure 6 The concave surface texture 40 covers the groove walls on both sides of the first sliding groove 235 along the second direction Y, and the flow area at one end of the concave surface texture 40 in the second direction Y is larger than the flow area at the other end, so that the two ends of the concave surface texture 40 have different fluid resistances, which promotes more lubricating oil to enter the high load area and less lubricating oil to enter the low load area.

[0070] For example, the flow area of ​​the concave surface texture 40 at the upper end of the left groove wall is greater than the flow area at the lower end, and the flow area of ​​the concave surface texture 40 at the lower end of the right groove wall is greater than the flow area at the upper end. When the frame 23 slides rightward along the first direction X, the friction pair between the slider 22 and the left groove wall of the first sliding groove 235 is located on the upper side of the second direction Y (high load area). At this time, the flow area of ​​the concave surface texture 40 at the upper end in the second direction Y is greater than the flow area at the lower end, and the friction pair between the slider 22 and the left groove wall of the first sliding groove 235 is lubricated in a targeted manner. When the frame 23 slides leftward along the first direction X, the friction pair between the slider 22 and the right groove wall of the first sliding groove 235 is located on the lower side of the second direction Y (high load area). At this time, the flow area of ​​the concave surface texture 40 at the lower end in the second direction Y is greater than the flow area at the upper end, and the friction pair between the slider 22 and the right groove wall of the first sliding groove 235 is lubricated in a targeted manner.

[0071] In some embodiments, in combination Figure 7 (b)~ Figure 7 (d) The groove walls on opposite sides of the first sliding groove 235 both have concave surface textures 40, and the two concave surface textures 40 on the groove walls on opposite sides of the first sliding groove 235 are spaced apart along the second direction Y. Based on the motion law of the Scotch yoke lubrication system, the slider 22 is only subjected to force on one side at the same time, that is, at the same time, only one side of the slider 22 is in close contact with the first sliding groove 235 to form a friction pair. While ensuring reliable lubrication, excessive pump oil loss and reduced efficiency are avoided.

[0072] For example, the left upper half of the first sliding groove 235 has a concave surface texture 40, and the right lower half of the first sliding groove 235 has a concave surface texture 40. When the frame 23 slides rightward along the first direction X, the left outer wall of the slider 22 contacts the left upper half of the first sliding groove 235 to form a friction pair. The concave surface texture 40 of the left upper half provides a stable lubricating oil film 20. The right outer wall of the slider 22 is separated from the right upper half of the first sliding groove 235 without forming a friction pair, and the right upper half does not need to be provided with a concave surface texture 40. Therefore, the upper and lower intervals of the concave surface texture 40 of the two side groove walls of the first sliding groove 235 just correspond to the friction pair of the single-side surface of the slider 22, so as to achieve targeted lubrication, avoid waste of lubricating oil, and reduce the processing amount of the concave surface texture 40.

[0073] In some embodiments, in conjunction with a specific engine ignition sequence, when a friction pair is formed on one side of the slider 22, the friction surface of the slider 22 only slides relatively in the upper half (or lower half) in the frame 23. In one operating cycle, since the lubricating oil is continuously supplied by the flow channel, the lubricating oil will not be consumed as the slider 22 moves, the amount of lubricating oil between the friction pairs will not decrease, and the lubricating oil film 20 can be effectively maintained. Therefore, in the ignition stroke, the pressure-bearing friction pair simultaneously utilizes the concave surface texture 40 on the two groove walls of the first sliding groove 235, while in other strokes, the pressure-bearing surface can utilize the concave surface texture 40 of the slider 22 itself to reduce friction and wear. While ensuring reliable lubrication, excessive pump oil loss and reduced efficiency are avoided.

[0074] In some embodiments, based on the movement law of the Scotch yoke lubrication system, the slider 22 is subjected to force on only one side at the same time, and the outer walls on both sides of the slider 22 have a concave surface texture 40. The two concave surface textures 40 located on the outer walls on both sides of the slider 22 are spaced apart along the second direction Y, thereby achieving targeted lubrication, avoiding waste of lubricating oil, avoiding excessive pump oil loss, reduced efficiency, and reducing the processing amount of the concave surface texture 40.

[0075] In some embodiments, a friction block is installed on the groove wall of the first sliding groove 235 and / or the outer wall of the slider 22, and the friction block has a concave surface texture 40. In this way, the processing requirements for the frame 23 and the slider 22 can be simplified, and friction blocks of different thicknesses can be processed to meet the requirements of matching gaps between different installations, which is also convenient for later maintenance and monitoring. At the same time, since the friction block is an independent component, it is easier to monitor and evaluate wear, so as to discover potential failure risks in advance and replace and maintain. Specifically, the slider 22 has an assembly hole 223 (see Fig. 9 ), the fastener is passed through the assembly hole 223 and the friction block, so that the friction block is installed on the slider 22.

[0076] In some embodiments, at least one of the groove wall of the first sliding groove 235 and the outer side wall of the slider 22, and at least one of the hole wall of the mounting through hole 222 and the bearing bush of the bearing 26 has an anti-wear coating to reduce the friction coefficient and enhance wear resistance. The anti-wear coating can be made of a polymer composite material. Compared with metal materials, polymer composite materials have better wear resistance and adhesion, and can be attached to the metal surface by a variety of methods, with good adhesion performance, not easy to fall off, and can be processed by methods such as embossing to form a concave surface texture. Compared with ceramic materials, polymer composite materials can withstand impact loads, are not easy to crack, and are suitable for scenes where the load changes repeatedly.

[0077] In one embodiment, at least one of the groove wall of the first sliding groove 235, the outer wall of the slider 22, the hole wall of the mounting through hole 222 and the bearing shell of the bearing 26 has a concave surface texture 40 and an anti-wear coating that are separately arranged. The concave surface texture 40 can increase the storage space of the lubricating oil on the contact surface, thereby reducing dry friction and wear. The anti-wear coating usually has a high hardness, can resist mechanical damage such as scratches and indentations, and can reduce the friction coefficient. The concave surface texture 40 stores the lubricating oil and guides the flow of the lubricating oil to create a dynamic pressure lubrication state, and is combined with the anti-wear coating to form a double protection. When the normal load of the friction pair is small, the lubricating oil film 20 formed mainly by the concave surface texture 40 separates the objects that rub against each other and reduces wear; when the normal load of the friction pair is large, the oil film thickness is reduced and the surface roughness peak contacts, and the anti-wear coating can effectively reduce wear. At this time, the anti-wear coating can be an oleophilic coating or a non-oleophilic coating, which is not specifically limited here.

[0078] In one embodiment, at least one of the groove wall of the first sliding groove 235, the outer wall of the slider 22, the hole wall of the mounting through hole 222 and the bearing shell of the bearing 26 simultaneously has overlapping concave surface textures 40 and anti-wear coatings, and the anti-wear coating is an oleophilic coating to improve the stability of the lubricating oil film 20.

[0079] In some embodiments, in combination Figure 3 and Figure 4 , the number of the second flow channels 221 is two groups, and the two groups of second flow channels 221 are located on both sides of the crankshaft 10 in the first direction X. The first flow channel 15 is alternately connected with the two groups of second flow channels 221 as the crankshaft 10 rotates, thereby alternately providing lubricating oil to the second flow channels 221. Combined with the movement law of the Scotch yoke lubrication system, when the slider 22 rubs against the left groove wall of the first sliding groove 235, the first flow channel 15 rotates with the crankshaft 10 to communicate with the second flow channel 221 on the left; when the slider 22 rubs against the right groove wall of the first sliding groove 235, the first flow channel 15 rotates with the crankshaft 10 to communicate with the second flow channel 221 on the right, thereby realizing targeted supply of lubricating oil. Increase the supply of lubricating oil on the side where the friction pair occurs, effectively reducing friction and wear. While ensuring reliable lubrication, avoid excessive pump oil loss and reduce engine efficiency.

[0080] Optionally, combined Figure 3 and Figure 4 The first flow channel 15 includes a first sub-flow channel 151 and a second sub-flow channel 152 .

[0081] In some embodiments, the bearing pad of the bearing 26 has a concave surface texture 40 with a length of 2.5 mm to 3 mm and a width of 0.8 mm to 1.0 mm. That is, the cross-sectional area of ​​the bearing pad of the bearing 26 is 2.5 to 3*0.8 to 1.0 mm. 2The concave surface texture 40 of this size can store and guide lubricating oil without damaging the structural strength of the bearing shell, which helps to form a dynamic pressure lubrication effect during the friction process, further improves the lubrication effect, disperses the pressure generated during the operation of the bearing 26, makes the pressure distribution more uniform, and further improves the bearing capacity of the bearing 26.

[0082] In some embodiments, the slider 22 is provided with a concave surface texture 40 with a length of 2.5 mm to 3 mm and a width of 1.0 mm to 1.5 mm. That is, the slider 22 has a groove range of 2.5 to 3*1.0 to 1.5 mm. The concave surface texture 40 of this size can ensure that the lubricating oil can be continuously and stably supplied to the friction surface during the movement of the slider 22, which helps to form a dynamic pressure lubrication effect between the slider 22 and the friction pair, improve the fluidity of the lubricating oil, make the lubrication more uniform and effective, and will not damage the structural strength of the slider 22.

[0083] In some embodiments, the Scotch yoke lubrication system includes a cylinder 21 and a piston 24 , wherein the piston 24 is slidably disposed in the cylinder 21 along a first direction X. The frame 23 is connected to the piston 24 .

[0084] In some embodiments, in combination Figure 2 and Fig.10 The frame 23 includes a frame base 231 and two linear rods 232. The linear rods 232 extend along the first direction X. The front end 233 of each linear rod 232 is connected to a piston 24. The linear rod 232 moves back and forth in the cylinder 21 along the first direction X with the piston 24. The linear rod 232 does not rotate. The cylinder 21 does not need to increase the cylinder diameter to leave space for the linear rod 232 to rotate. The cylinder 21 and the linear rod 232 do not interfere with each other, which is conducive to further reducing the size of the cylinder 21. The rear end 234 of the linear rod 232 is fixedly connected to the frame base 231, and there is no need to accommodate a bearing 26 between the two, that is, the size of the rear end 234 can be reduced, and the cylinder diameter of the cylinder 21 can be reduced accordingly. The two linear rods 232 are located on opposite sides of the frame base 231 in the first direction X.

[0085] Specifically, combined Fig.10The shape of the straight rod 232 is straight, and the overall cross section is uniform or approximately uniform. Under the same structural strength requirements, the size of the straight rod 232 with a uniform cross section can be reduced, and the cylinder diameter of the cylinder 21 can accommodate the straight rod 232 with a uniform cross section. The internal space of the cylinder 21 is fully utilized, and the compact fit helps to reduce vibration and noise, and improve the overall durability of the engine; under the premise that the engine displacement remains unchanged, the cylinder diameter of the cylinder 21 can be smaller, which can allow the straight rod 232 to have a larger stroke in the first direction X, and the frame 23 has a larger force arm on the crankshaft 10 in the power stroke, and the torque generated on the crankshaft 10 is larger, which is conducive to improving the power of the engine. In addition, the increase in the stroke of the straight rod 232 is conducive to improving the compression ratio and thermal efficiency of the opposed engine. In the power stage, the energy generated by the combustion of the mixed gas in the cylinder 21 can be efficiently converted into mechanical energy, which is conducive to improving the power and economy of the opposed engine and achieving the effect of energy saving and emission reduction.

[0086] In this embodiment, combined with Fig.11 and Fig.16 , the slider 22 moves in a plane along the rotation trajectory 13 with the crank 11. The frame 23 is responsible for transmitting the gas pressure on the piston 24 generated by the combustion of the fuel in the cylinder 21 to the crankshaft 10, and outputting power to the outside. Taking the Scotch yoke lubrication system close to the positive direction of the third direction Z as an example, the planar motion of the slider 22 can be decomposed into linear motion in the first direction X and the second direction Y respectively. The displacement of the slider 22 is x=r*(1-cosφ), y=r*sinφ, which is a standard sinusoidal motion / cosine motion, where r is the distance from the center of the slider 22 to the axis 12 of the crankshaft 10, which is a constant; φ is the angle between the line from the center of the slider 22 to the axis 12 and the horizontal plane, or the rotation angle of the slider 22 relative to the xoz plane, which is a variable with a value range of 0 to 2π. That is, see Fig.12 , the piston 24 and the frame 23 make a linear reciprocating motion along the first direction X, x = r*(1-cosφ), and the displacement expression is derived once, twice, and three times to obtain the speed of the piston 24 and the frame 23 (see Fig.13 ), acceleration (see Fig.14 ) and jerk (see Fig.15 ), are monomial sine / cosine functions, with a single influencing factor, simple and reliable mechanism, no polynomial sine / cosine function, no second-order reciprocating inertia force, and stable power output. In other words, the components of the Scotch yoke lubrication system that move linearly only produce first-order reciprocating inertia force, not second-order reciprocating inertia force.

[0087] The conventional piston is connected to the crankshaft 10 through a connecting rod and a crank. The displacement expression of the piston 24 in the first direction X is x=R*[(1-cosθ)+(1-cos2θ)*λ / 4]. Among them, R is the length of the crank, which is a constant; L is the length of the connecting rod, which is a constant; λ=R / L, which is a constant; θ is the angle between the crank and the horizontal plane, or the rotation angle of the crank relative to the xoz plane, which is a variable with a value range of 0 to 2π. Similarly, the velocity, acceleration and jerk of the conventional piston can be obtained by taking the first, second and third derivatives of the expression respectively. Figures 12 to 15 The figure is a comparative diagram of the displacement, velocity, acceleration and jerk of the piston 24 and the conventional piston, wherein curve A represents the piston 24 and curve B represents the conventional piston. The conventional piston performs approximately cosine / sine motion and it is difficult to achieve complete dynamic balance.

[0088] Combination Fig.13 , when the rotation angle of the horizontal axis is a multiple of 2π, the piston 24 leaves the top dead center position more slowly, that is, the engine will have a lower cylinder 21 volume change rate near the top dead center, maintain a gas state with a higher filling density, help the expansion of the combustion flame front, facilitate full combustion, facilitate environmental emissions, and facilitate the full conversion of chemical energy into mechanical energy; the piston 24 approaches the top dead center position more slowly, which helps prevent knocking and facilitates the use of low-grade fuel under the premise of high compression ratio. Compared with a conventional crank-connecting rod mechanism engine with the same cylinder diameter and stroke, the movement of the piston 24 near the top dead center has a lower speed.

[0089] Combination Fig.14 The acceleration curve of the piston 24 of the present invention is smoother, with less fluctuation, and the output torque is more stable. Fig.15 When the slider 22 is in the middle position of the frame base 231, it is on the x-axis with the piston 24, the lever arm is 0, the mixed gas is ignited, the gas pressure in the cylinder 21 increases rapidly, the jerk of the piston 24 is the largest, but at this time the lever arm of the frame 23 to the crankshaft 10 is the smallest. When the slider 22 moves to the upper / lower dead center, the piston 24 moves half of the stroke. At this time, although the lever arm is the largest, the gas pressure has dropped by more than half. In this way, the piston 24 has a smaller impact and is smoother, which is beneficial for the Scotch yoke lubrication system and the opposed engine to obtain better NVH performance.

[0090] In some embodiments, in combination Fig.17 , the two linear rods 232 are symmetrically distributed about the center of the frame base 231. Specifically, the two linear rods 232 are respectively connected to the middle position of the frame base 231 in the second direction Y. The two linear rods are mirror-imaged with respect to the frame base 231. In this way, the two pistons 24 are coaxially mirror-imaged and symmetrically arranged, which fundamentally solves the problem of weak strength of the connecting rod sliding surface of the single piston 24 and horizontal torsional vibration of the multi-piston 24.

[0091] In some embodiments, in combination Fig.10 and Fig.17 The rear end portion 234 is connected to the frame base 231 by a rounded transition. The rounded transition can effectively disperse and alleviate the stress concentration phenomenon generated at the connection, improve the fatigue strength and durability of the frame 23, and do not need to deal with the large concentrated stress by increasing the size of the rear end portion 234, which is conducive to the size reduction design of the straight rod 232 and the cylinder 21. In one embodiment, the rounded diameter between the rear end portion 234 and the frame base 231 is 50% to 180% of the diameter of the straight rod 232. On the one hand, the rounded diameter is greater than or equal to 50% of the diameter of the straight rod 232, which avoids the formation of a sharp corner at the rear end portion 234 and the formation of excessive local stress at the connection, which helps to better disperse the stress at the connection and improve the fatigue strength and durability of the entire frame 23; on the other hand, the rounded diameter is less than or equal to 180% of the diameter of the straight rod 232, which avoids the large rounded transition size and interference with the cylinder wall of the cylinder 21.

[0092] In some embodiments, the size of the linear rod 232 in the third direction Z is close to the size of the frame base 231 in the third direction Z. In one embodiment, the size of the linear rod 232 in the third direction Z is 80% to 120% of the size of the frame base 231 in the third direction Z, ensuring that the size of the linear rod 232 in the third direction Z is close to the size of the frame base 231, enhancing the connection strength between the linear rod 232 and the frame base 231, avoiding the size redundancy of a certain component in the third direction Z at the connection, and improving the compactness of the frame 23 in three-dimensional space.

[0093] In one embodiment, the size of the linear rod 232 in the second direction Y is 8% to 20% of the size of the frame base 231 in the second direction Y. Since the slider 22 is slidably disposed on the frame base 231 along the second direction Y, the size of the frame base 231 in the second direction Y is relatively large. This solution is conducive to reducing the size of the linear rod 232 by limiting the size of the linear rod 232 in the second direction Y to be less than or equal to 20% of the size of the frame base 231, which helps to reduce its inertial force during movement and reduce the cylinder diameter of the cylinder 21. At the same time, this solution limits the size of the linear rod 232 in the second direction Y to be greater than or equal to 8% of the size of the frame base 231 through simulation and strength verification, thereby avoiding unstable structural transition at the connection between the two and thus avoiding stress concentration.

[0094] In one embodiment, the straight rod 232 and the frame base 231 are integrally formed to improve the integrity of the frame 23. In one embodiment, the straight rod 232 and the frame base 231 are welded, threaded, or interference-fitted without the use of connecting rod bolts, and the rear end 234 does not need to be enlarged to provide a screw hole, which is conducive to the reduction of the straight rod 232 and the cylinder 21. The welding, threaded, and interference-fitted connections can ensure a tight connection between the straight rod 232 and the frame base 231, reducing the strength drop caused by loose or broken connections.

[0095] In some embodiments, in combination Fig.10 and Fig.17 The groove wall of the first sliding groove 235 has a linear guide rail 236, and the slider 22 is slidably arranged on the linear guide rail 236. The linear guide rail 236 enhances the supporting effect of the base on the slider 22. The cooperation between the linear guide rail 236 and the slider 22 can reduce the vibration caused by friction and clearance, and improve the transmission efficiency. Specifically, the linear guide rail 236 is integrally formed on the groove wall of the first sliding groove 235. Specifically, the number of the linear guide rails 236 is two, and the two linear guide rails 236 are arranged on the two groove walls of the first sliding groove 235 in the first direction X.

[0096] In some embodiments, in combination Fig.17 and Fig.18 The frame 23 is subjected to periodic alternating loads during operation and is prone to fatigue fracture. The cross-sectional shape of the frame base 231 and / or the straight rod portion 232 perpendicular to the first direction X is an "I" shape. Compared with the I-shaped connecting rod, the strength and rigidity of the frame base 231 and / or the straight rod portion 232 are improved, which can prevent the frame 23 from being significantly deformed when transmitting power.

[0097] It can be understood that in other embodiments, Fig.19 The cross-sectional shape of the frame base 231 and / or the straight rod 232 perpendicular to the first direction X is I-shaped, quadrilateral, circular, elliptical, circular ring or elliptical ring. Among them, the frame base 231 and / or the straight rod 232 with an I-shaped cross section has better bending resistance when subjected to bending load; the frame base 231 and / or the straight rod 232 with a quadrilateral cross section has a simple shape and is easy to manufacture and process; under the same cross section and the same torque conditions, the maximum shear stress of the frame base 231 and / or the straight rod 232 on the circular cross section is the smallest, and the torsion angle is also smaller than that of the non-circular cross-sectional axis; the frame base 231 and / or the straight rod 232 with an elliptical cross section can provide a strong and weak axis that is beneficial to the structure under unidirectional compression and bending, which is conducive to making full use of material strength and saving materials. The frame base 231 and / or the straight rod 232 with circular ring and elliptical ring cross sections have reasonable support and force performance, can evenly distribute the load, and improve the stability of the overall structure.

[0098] In some embodiments, the dimension of the linear rod 232 in the first direction X is 4 to 7 times the outer diameter of the linear rod 232. On the one hand, by increasing the dimension of the linear rod 232 in the first direction X to be greater than or equal to 4 times the outer diameter of the linear rod 232, the stroke of the linear rod 232 and the piston 24 is increased, and the compression ratio of the cylinder 21 is increased; on the other hand, the dimension of the linear rod 232 in the first direction X is limited to be less than or equal to 7 times the outer diameter of the linear rod 232, so as to avoid the linear rod 232 being too thin, so that the linear rod 232 has good bending resistance when subjected to bending load.

[0099] In this embodiment, combined with Fig.19 , the straight rod 232 can be solid or hollow. When the straight rod 232 is hollow, the hollow structure is used to allow lubricating oil to circulate, realize the heat dissipation function, ensure that the straight rod 232 can maintain a suitable working temperature under high-frequency and high-load conditions, prevent performance degradation or damage caused by overheating, and help reduce the heat load of the straight rod 232 to prevent its failure. In addition, when crankcase blowby occurs, the hollow structure can reduce the airflow disturbance in the crankcase caused by the movement of the frame 23, which is conducive to the normal operation of the ventilation system in the crankcase.

[0100] Optionally, the frame 23 has an oil delivery channel 237, and the oil delivery channel 237 is communicated with the lubricating oil film 20. In other words, the frame base 231 and the linear rod portion 232 both have the oil delivery channel 237, and are communicated with each other.

[0101] In some embodiments, in combination Fig. 20 and Fig.21 The Scotch yoke lubrication system also includes a piston pin 25 and two snap rings 27. The front end portion 233 has a through pin hole. The two ends of the piston 24 have snap grooves 241 respectively. The two snap rings 27 are respectively snapped into the two snap grooves 241. The piston pin 25 is inserted into the pin hole. The two ends of the piston pin 25 are respectively against the two snap rings 27 to limit the position of the piston pin 25. Specifically, the piston 24 is rotatably connected to the straight rod portion 232, connected by the piston pin 25 and movable along the axial direction of the piston pin 25, which relieves the strong motion constraint between the frame 23 and the cylinder 21, and puts the frame 23 in an adaptive and self-balancing floating state, solves the problem that the two mirror-opposed cylinders 21 are not perpendicular to the axis 12 of the crankshaft 10 due to thermal expansion of the cylinder 21 or bending and torsion deformation of the crankshaft 10, reduces the processing and assembly precision requirements, and greatly prolongs the service life.

[0102] To simplify the drawing, Fig.11 and Fig.16 Only the straight rod portion 232 is illustrated, and it is not illustrated that the outer diameter of the straight rod portion 232 along the first direction X remains substantially unchanged.

[0103] Embodiment 2

[0104] The present application provides an opposed engine, which includes an engine body (not shown) and a Scotch yoke lubrication system according to any one of the first embodiments, wherein a frame 23 and a slider 22 are located in the engine body, and a crankshaft 10 is sealed and penetrated to the outside of the engine body. An oil return port is provided at the bottom of the engine body, and lubricating oil flows back to the oil return port under the action of gravity.

[0105] In some embodiments, in combination Fig.11 and Fig.16 , the opposed engine also includes a torque elimination device 30. The length direction of the crankshaft 10 is consistent with the third direction Z, the crankshaft 10 rotates around the third direction Z, and the crankshaft 10 includes at least one crank 11. In other words, the number of cranks 11 can be one, two, or more than two, and is not specifically limited here. One Scotch yoke lubrication system corresponds to one crank 11. Generally, the number of cranks 11 is equal to the number of Scotch yoke lubrication systems, and they correspond one to one. A Scotch yoke lubrication system includes two cylinders 21 and two pistons 24. Each piston 24 can be slidably arranged in a cylinder 21 along the first direction X. The torque elimination device 30 includes a torque elimination mass block 31, and the torque elimination mass block 31 reciprocates along the first direction X under the drive of the crankshaft 10. The inertia moment acting on the engine body generated by the torque elimination mass block 31 is opposite to the inertia moment acting on the engine body generated by all Scotch yoke lubrication systems.

[0106] Please continue to see Fig.11 For a four-cylinder horizontal opposed engine, since the phase angles of the two cranks 11 differ by 180°, the first-order reciprocating inertia forces F1 acting on the two cranks 11 are equal in magnitude and opposite in direction, and can cancel each other out. The two first-order reciprocating inertia forces F1 do not act on the same straight line, and an unbalanced moment M1 is generated in the horizontal plane xoz where the first direction X and the third direction Z are located, causing the opposed engine to rotate around the second direction Y, and every time the crankshaft 10 rotates 180°, the magnitude of M1 changes, and the direction is periodically switched to the opposite direction, causing vibration of the entire opposed engine.

[0107] The torque elimination mass block 31 reciprocates along the first direction X driven by the crankshaft 10, and generates a first-order reciprocating inertia force F2 acting on the engine body. Two torque elimination devices 30 are installed on the crankshaft 10 at intervals, and the two first-order reciprocating inertia forces F2 do not act on the same straight line, thereby generating an unbalanced torque M2 in the horizontal plane xoz where the first direction X and the third direction Z are located. The directions of M2 and M1 are opposite, which can reduce or offset the vibration of the single unbalanced torque M1, significantly improve the NVH performance of the opposed engine, reduce the energy loss caused by vibration and unbalanced force, facilitate the opposed engine to work more efficiently, and the output power is more stable, which improves the overall performance and durability of the opposed engine.

[0108] Specifically, the inertia moment generated by the moment-eliminating mass block 31 is opposite in direction and equal in magnitude to the combined inertia moment generated by all Scotch yoke lubrication systems, thereby eliminating the inertia moment generated by the Scotch yoke lubrication system and completely eliminating vibration. Optionally, the displacement magnitude of the moment-eliminating mass block 31 is the same as the displacement magnitude of the piston 24, which is conducive to simplifying the inertia moment balance calculation of the moment elimination device 30 and the Scotch yoke lubrication system. For example, the phase angle of the displacement expression of the moment-eliminating mass block 31 and the displacement expression of the piston 24 differs by 180°, and the other parameters are the same, thereby achieving equal magnitude, opposite direction, and being on the same plane, which greatly simplifies the selection of the moment-eliminating mass block 31.

[0109] The opposed engine provided in the present application may be a horizontally opposed engine or a vertically opposed engine, which is not specifically limited here. The number of cylinders of the opposed engine may be two, four or more cylinders, which is not specifically limited here. The opposed engine may be used as an engine of a range extender system, such as a range extender of an extended-range electric vehicle, an extended-range aircraft, an extended-range surface / underwater vehicle, an amphibious vehicle, a ground effect vehicle, etc., which is not specifically limited here.

[0110] In some embodiments, the torque elimination device 30 can be located inside the engine body or outside the engine body. When the torque elimination device 30 is located inside the engine body, the torque elimination device 30 is installed on the crankshaft 10 located inside the engine body, and the torque elimination device 30 is protected and sealed by the engine body, and has high stability. Optionally, the groove wall of the second sliding groove 311 and / or the outer side wall of the torque elimination block 34 have any one of the concave surface textures 40 in Example 1, which is beneficial to reduce the sliding friction between the torque elimination block 34 and the torque elimination mass block 31. When the torque elimination device 30 is located outside the engine body, the torque elimination device 30 is installed on the crankshaft 10 located outside the engine body, reducing the space occupied by the engine body, which is beneficial to the miniaturization design of the engine body. Specifically, the torque elimination device 30 also includes a torque elimination cabin, and the torque elimination mass block 31 and the torque elimination block 34 are located in the torque elimination cabin. Optionally, the torque elimination chamber has an oil inlet and an oil outlet to circulate lubricating oil to reduce the friction between the torque elimination mass block 31 and the torque elimination block 34. For example, the groove wall of the second sliding groove 311 and / or the outer wall of the torque elimination block 34 has any one of the concave surface textures 40 in Example 1.

[0111] According to the movement law of the torque elimination device 30, optionally, the concave surface texture 40 covers the groove wall of the second sliding groove 311 along the second direction Y, and the flow area of ​​the middle part of the concave surface texture 40 in the second direction Y is greater than the flow area of ​​the end part; optionally, the concave surface texture 40 covers the groove walls on both sides of the second sliding groove 311 along the second direction Y, and the flow area of ​​the concave surface texture 40 at one end in the second direction Y is greater than the flow area of ​​the other end; the groove walls on the opposite sides of the second sliding groove 311 both have the concave surface texture 40, and the two concave surface textures 40 located on the groove walls on the opposite sides of the second sliding groove 311 are spaced apart along the second direction Y. cloth; optionally, the outer walls on both sides of the moment eliminating block 34 have a concave surface texture 40, and the two concave surface textures 40 located on the outer walls on both sides of the moment eliminating block 34 are spaced apart along the second direction Y; optionally, the groove wall of the second sliding groove 311 and / or the outer wall of the moment eliminating block 34 are installed with a friction block, and the friction block has a concave surface texture 40; optionally, the groove wall of the second sliding groove 311 and / or the outer wall of the moment eliminating block 34 have an anti-wear coating, and the anti-wear coating can be separated from or overlapped with the concave surface texture 40, and the anti-wear coating can be selected as a ceramic coating, a metal coating or a diamond coating, and the anti-wear coating can be selected as an oleophilic coating or an oleophobic coating.

[0112] In some embodiments, in combination Fig.11, the torque elimination device 30 is installed at the end of the crankshaft 10. The middle space of the crankshaft 10 is a key area for power transmission and conversion. Maintaining the original design of the Scotch yoke lubrication system is not conducive to ensuring the stability and reliability of the Scotch yoke lubrication system, ensuring smooth and efficient power transmission, and will have an impact on the core performance of the engine. It can ensure that the opposed engine can still maintain its original high efficiency and reliability after the introduction of the torque elimination device 30, and adapt to the original automobile or aircraft. The torque elimination device 30 is installed at the end of the crankshaft 10 as an independent module, making the design of the entire opposed engine more modular. When the torque elimination device 30 needs to be replaced or repaired, it can be done separately without disassembling the entire engine, thereby reducing maintenance costs and time. Since the torque elimination device 30 is installed independently of the Scotch yoke lubrication system, different models and specifications of torque elimination devices 30 can be selected according to actual needs to generate torques M2 of different sizes and directions to adapt to different engines and application scenarios.

[0113] In some embodiments, in combination Fig.11 The number of Scotch yoke lubrication systems is an even number, and the installation phase angle of the moment elimination block 34 differs from the installation phase angle of the adjacent slider 22 by 180°, so that the inertia moment generated by the moment elimination mass block 31 and the inertia moment generated by the adjacent Scotch yoke lubrication system are in opposite directions, thereby effectively offsetting or reducing the vibration caused by the reciprocating inertia force F1, and at the same time indicating the phase angle installation requirements of the moment elimination block 34.

[0114] In some embodiments, in combination Fig.16 , the number of Scotch yoke lubrication systems is an odd number, the installation phase angle of the moment elimination block 34 is 180° different from the installation phase angle of the adjacent slider 22, so that the inertia force F2 generated by the moment elimination mass block 31 and the inertia force F1 generated by the adjacent Scotch yoke lubrication system are in opposite directions, thereby effectively offsetting or reducing the vibration caused by the reciprocating inertia force F1, and at the same time indicating the phase angle installation requirements of the moment elimination block 34. The inertia moments generated by the two moment elimination mass blocks 31 are in opposite directions, equal in magnitude, and on the same plane, achieving inertia moment balance.

[0115] In one embodiment, in combination Fig.11 and Fig.16 There are two torque elimination devices 30, which are installed at intervals on the crankshaft 10. The inertial forces generated by the two torque elimination devices 30 are balanced, reducing stress concentration and vibration of engine components, thereby improving the operating stability of the engine.

[0116] In one embodiment, the inertia moment generated by all Scotch yoke lubrication systems is balanced with the inertia moment generated by the two torque elimination devices 30, the vibration and noise generated by the engine during operation will be greatly reduced, the stress and wear of the components will be reduced, and the overall life of the engine will be extended.

[0117] In some embodiments, in combination Fig.16 The number of Scotch yoke lubrication systems is an odd number, and each Scotch yoke lubrication system is installed on a crank 11. The number of torque elimination devices 30 is two, and the two torque elimination devices 30 are installed on the crankshaft 10 at intervals. The inertia force generated by the two torque elimination devices 30 is balanced with the inertia force generated by all Scotch yoke lubrication systems, and the directions of the inertia forces generated by the two torque elimination devices 30 are the same. The inertia moments generated by the two torque elimination devices 30 are balanced.

[0118] For example, combined with Fig.16 , one frame 23 generates an inertial force F1 toward the negative direction of the first direction X, and two torque elimination devices 30 generate an inertial force F2 toward the positive direction of the first direction X, F2=1 / 2*F1, achieving inertial force balance without generating reciprocating inertial moment.

[0119] In some embodiments, in combination Figure 22 to Figure 26 The torque elimination device 30 also includes a first rotating wheel 32, a second rotating wheel 33 and a torque elimination block 34. The first rotating wheel 32 is installed on the crankshaft 10, and the second rotating wheel 33 is linked with the first rotating wheel 32. The torque elimination block 34 is rotatably eccentrically arranged on the second rotating wheel 33. The torque elimination block 34 is slidably installed on the torque elimination mass block 31 along the second direction Y, so that the rotational motion of the eccentric position of the second rotating wheel 33 is divided into a linear reciprocating motion of the torque elimination block 34 and the torque elimination mass block 31, and the linear motion conforms to the standard sine motion / cosine motion. The torque elimination mass block 31 will not generate second-order reciprocating inertia force, thereby reducing vibration and noise.

[0120] In one embodiment, the moment elimination mass block 31 has a second sliding groove 311 extending along the second direction Y, and the moment elimination block 34 is slidably disposed in the second sliding groove 311. The second sliding groove 311 limits the moment elimination block 34 to reliably slide along the second direction Y, and then the moment elimination mass blocks 31 divided in parallel can reliably slide along the first direction X, and both meet the standard sine motion / cosine motion.

[0121] In one embodiment, the moment-eliminating block 34 is connected to a moment-eliminating pin 35, and the moment-eliminating pin 35 is rotatably eccentrically arranged on the second rotating wheel 33 through a moment-eliminating bearing 36. The arrangement of the moment-eliminating pin 35 enables the moment-eliminating block 34 to achieve eccentric motion, and its slider track 341 is circular. The moment-eliminating bearing 36 allows the moment-eliminating block 34 to rotate relative to the second rotating wheel 33, so that the unbalanced torque in the system can be adjusted and balanced more flexibly, while reducing the friction and resistance between the moment-eliminating block 34 and the second rotating wheel 33, thereby improving the efficiency of power transmission. In one embodiment, the moment-eliminating block 34 performs linear reciprocating motion on the moment-eliminating mass block 31, and there is sliding friction between the two. The moment-eliminating block 34 bears the thrust in the first direction X transmitted to the moment-eliminating mass block 31.

[0122] In some embodiments, the transmission ratio between the first rotating wheel 32 and the second rotating wheel 33 is 1:1, so that the rotation speed of the second rotating wheel 33 is consistent with that of the crankshaft 10 .

[0123] In one embodiment, in combination Fig. 22 The first rotating wheel 32 and the second rotating wheel 33 are connected by a synchronous belt 371, and the transmission ratio is accurate, which reduces the vibration and noise caused by the transmission error. Fig.23 and Fig.24 The first rotating wheel 32 and the second rotating wheel 33 are meshed and connected, with accurate transmission ratio, good stability, high reliability, and gear transmission capable of bearing large torque and load, thus improving the operation stability of the torque elimination device 30. Optionally, the first rotating wheel 32 and the second rotating wheel 33 are directly meshed to reduce intermediate components. Optionally, in combination with Fig.24 The first rotating wheel 32 and the second rotating wheel 33 are meshed through the transmission gear 372 to achieve the same rotation direction. In one embodiment, the first rotating wheel 32 and the second rotating wheel 33 are connected by a synchronous chain, which has high transmission reliability and can transmit greater power and torque.

[0124] The synchronous belt 371, the first rotating wheel 32 and the second rotating wheel 33 are directly meshed, and the synchronous chain has the functions of synchronous belt 371 timing, gear timing, and chain timing respectively, ensuring that the inertia force or inertia moment generated by the torque elimination device 30 is opposite in direction and equal in magnitude to the inertia force or inertia moment generated by the Scotch yoke lubrication system, thereby reducing the vibration of the engine.

[0125] In some embodiments, in combination Fig. 22The torque elimination device 30 further includes a torque elimination guide rail 38, which extends along the first direction X. The torque elimination mass block 31 can be movably mounted on the torque elimination guide rail 38 along the torque elimination guide rail 38. The torque elimination guide rail 38 limits the moment elimination mass block 31 to perform linear reciprocating motion in the first direction X, and the direction of the inertial force and inertial moment generated by it can be controlled, thereby ensuring that the unbalanced torque can be quickly responded to and eliminated, thereby improving the stability of the engine.

[0126] In one embodiment, in combination Fig. 22 The moment-eliminating mass block 31 is rollingly mounted on the moment-eliminating guide rail 38 through the rolling body 39, which reduces the moving friction of the moment-eliminating mass block 31, reduces the friction resistance and wear that may be generated by sliding friction, and improves the movement stability of the system.

[0127] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A Scotch yoke lubrication system, characterized in that: The Scotch yoke lubrication system includes a crankshaft, a bearing, a slider and a frame. The frame performs reciprocating linear motion along a first direction. The frame has a first sliding groove extending along a second direction. The slider is slidably arranged in the first sliding groove. The slider has a mounting through hole penetrating the slider along a third direction. The first direction, the second direction and the third direction are perpendicular to each other. The crank of the crankshaft is passed through the mounting through hole. The bearing is arranged between the hole wall of the mounting through hole and the crank of the crankshaft. The crankshaft has a first oil hole and a first flow channel. The first oil hole extends along the third direction. The diameter of the first oil hole is 3mm~6mm. The first flow channel connects the first oil hole and the bearing. The bearing is provided with a flow channel hole with a diameter of 3mm~6mm penetrating in the radial direction. The slider has a second flow channel. The second flow channel connects the bearing and the groove wall of the first sliding groove.

2. The Scotch yoke lubrication system according to claim 1, characterized in that: At least one of a groove wall of the first sliding groove, an outer side wall of the sliding block, a hole wall of the mounting through hole, and a bearing shell of the bearing has a concave surface texture.

3. The Scotch yoke lubrication system according to claim 2, characterized in that: The bearing shell of the bearing has the concave surface texture with a length of 2.5 mm to 3 mm and a width of 0.8 mm to 1.0 mm.

4. The Scotch yoke lubrication system according to claim 2, characterized in that: The outer side wall of the slider has the concave surface texture with a length of 2.5 mm to 3 mm and a width of 1.0 mm to 1.5 mm.

5. The Scotch yoke lubrication system according to claim 2, characterized in that: The groove walls on opposite sides of the first sliding groove both have the concave surface texture, and the two concave surface textures located on the groove walls on opposite sides of the first sliding groove are spaced apart and distributed along the second direction.

6. The Scotch yoke lubrication system according to claim 1, characterized in that: At least one of the groove wall of the first sliding groove and the outer side wall of the sliding block, and at least one of the hole wall of the mounting through hole and the bearing shell of the bearing has an anti-wear coating.

7. The Scotch yoke lubrication system according to claim 1, characterized in that: When the rotation speed of the crankshaft is 1000 rpm to 4500 rpm, the oil supply pressure of the first oil hole is 2 bar to 8 bar.

8. The Scotch yoke lubrication system according to any one of claims 1 to 7, characterized in that: The surface roughness of the groove wall of the first sliding groove is less than or equal to Ra 0.6; And / or, the surface roughness of the outer side wall of the slider is less than or equal to Ra 0.

8.

9. The Scotch yoke lubrication system according to any one of claims 1 to 7, characterized in that: The surface roughness of the hole wall of the mounting through hole is less than or equal to Ra 0.6; And / or, the surface roughness of the bearing shell of the bearing is less than or equal to Ra 0.

6.

10. An opposed engine, characterized in that: The opposed engine comprises an engine body and a Scotch yoke lubrication system according to any one of claims 1 to 9, wherein the frame and the slider are located within the engine body, and the crankshaft seal is penetrated to the outside of the engine body.

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