Scottish yoke lubrication system and opposed engine

Abstract

The present application relates to the technical field of engine, 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 moves in a reciprocating linear motion along a first direction. The frame has a first sliding groove extending along a second direction. The sliding block is slidably arranged in the first sliding groove. The sliding block has a mounting through hole penetrating the sliding block along a third direction. A crank pin of the crankshaft is arranged in the mounting through hole. The bearing is arranged between the hole wall of the mounting through hole and the crank pin of the crankshaft. The crankshaft has a first oil hole and a first flow channel. The diameter of the first oil hole is 3mm-6mm. The first flow channel is connected with the first oil hole and the bearing. The bearing is provided with a flow hole penetrating along a radial direction and having a diameter of 3mm-6mm. The sliding block has a second flow channel. The second flow channel is connected with the bearing and the groove wall of the first sliding groove. The second flow channel guides the flow of lubricating oil, ensures appropriate oil supply pressure and oil supply amount, and ensures that the lubricating oil can be uniformly distributed on the friction surface.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to a Scottish yoke lubrication system and an opposed engine. Background Technology

[0002] In related technologies, combined Figure 1 The Scottish 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 in the cylinder, bearing and transmitting the normal thrust of the piston. The frame 23' reciprocates linearly in the horizontal direction along with the piston 24'. The frame 23' has a first sliding groove 235' inside, and the slider 22' is slidably disposed within the first sliding groove 235'. The slider 22' reciprocates linearly in the vertical direction and has a mounting through hole 222' for the crankshaft crank to pass through. A bearing 26' is used to sleeve the crankshaft crank, thereby driving the crankshaft crank to rotate. When the frame 23 moves to the left in the horizontal direction, the right side wall of the first sliding groove 235' pushes the slider 22' to move synchronously to the left. The slider 22' abuts against the right side wall of the first sliding groove 235' and simultaneously slides vertically relative to the right side wall of the first sliding groove 235', resulting in friction between the slider 22' and the right side wall of the first sliding groove 235'. When frame 23′ moves to the right in the horizontal direction, the left side wall of the first sliding groove 235′ pushes slider 22′ to move to the right in sync. Slider 22′ abuts against the left side wall of the first sliding groove 235′ and slides vertically relative to the left side wall of the first sliding groove 235′. Slider 22′ rubs against the left side wall of the first sliding groove 235′, causing slider 22′ to wear easily. Summary of the Invention

[0003] The purpose of this invention is to provide a Scottish yoke lubrication system and an opposed engine, aiming to solve the technical problem of easy wear of the slider in existing Scottish yoke lubrication systems.

[0004] In a first aspect, this application provides a Scottish yoke lubrication system, comprising a crankshaft, a bearing, a slider, and a frame. The frame reciprocates linearly along a first direction and has a first sliding groove extending along a second direction. The slider is slidably disposed within the first sliding groove and has a mounting through hole extending through the slider along a third direction. The first direction, the second direction, and the third direction are mutually perpendicular. A crankshaft crank passes through the mounting through hole. The bearing is disposed between the wall of the mounting through hole and the crankshaft crank. The crankshaft has a first oil hole and a first flow channel. The first oil hole extends along the third direction and has a diameter of 3mm to 6mm. The first flow channel connects the first oil hole and the bearing. The bearing has a radially penetrating flow channel hole with a diameter of 3mm to 6mm. The slider has a second flow channel connecting the bearing and the groove wall of the first sliding groove.

[0005] Secondly, this application provides a opposed engine, the opposed engine including an engine block and the Scottish yoke lubrication system described in any one of the above, the frame and the slider being located within the engine block, and the crankshaft seal extending to the outside of the engine block.

[0006] The beneficial effects of the Scottish yoke lubrication system and opposed engine provided by this invention are as follows: the lubricating oil flows sequentially 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, achieving effective distribution. This provides lubrication for the relative rotational friction pair between the slider and the bearing, and for the relative sliding friction pair between the slider and the groove wall of the first sliding groove, 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 damage the structural strength of the crankshaft. It guides the flow of lubricating oil, ensures appropriate oil supply pressure and quantity, and ensures that the lubricating oil can be evenly distributed on the friction surface. This solves the technical problem of easy wear of the slider in existing Scottish yoke lubrication systems and improves the reliability and durability of the Scottish yoke lubrication system. Attached Figure Description

[0007] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0008] Figure 1 This is a schematic diagram of the Scottish yoke lubrication system in related technologies;

[0009] Figure 2This is an assembly diagram of the Scottish yoke lubrication system provided in an embodiment of the present invention;

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

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

[0012] Figure 5 A schematic diagram of the concave surface texture of the Scottish yoke lubrication system provided in the embodiment;

[0013] Figure 6 This is a schematic diagram illustrating the concave surface texture of the frame in the embodiment.

[0014] Figure 7 This is another perspective view of the concave surface texture of the frame in the embodiment;

[0015] Figure 8 This is an experimental result diagram of a Scottish yoke lubrication system in related technologies;

[0016] Figure 9 This is another experimental result diagram of the Scottish yoke lubrication system in related technologies;

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

[0018] Figure 11 This is a schematic diagram illustrating the use of a Scottish yoke lubrication system provided in an embodiment of the present invention;

[0019] Figure 12 A schematic diagram comparing the displacement of a piston and a conventional piston;

[0020] Figure 13 A schematic diagram comparing the speeds of a piston and a conventional piston;

[0021] Figure 14 A schematic diagram comparing the acceleration of a piston and a conventional piston;

[0022] Figure 15 A schematic diagram comparing the abrupt changes of a piston and a conventional piston;

[0023] Figure 16 This is another schematic diagram of the Scottish yoke lubrication system provided in an embodiment of the present invention;

[0024] Figure 17 This is a schematic diagram of the frame structure of the Scottish yoke lubrication system provided in an embodiment of the present invention;

[0025] Figure 18 A schematic cross-sectional view of the frame of a Scottish yoke lubrication system;

[0026] Figure 19 Schematic diagrams of eight cross-sections of the frame of the Scottish yoke lubrication system;

[0027] Figure 20 An exploded view of a Scottish yoke lubrication system provided in an embodiment of the present invention;

[0028] Figure 21 A schematic diagram of the piston installation in the Scottish yoke lubrication system;

[0029] Figure 22 This is a schematic diagram of the first structure of the torque elimination device of the Scottish yoke lubrication system in an embodiment of the present invention;

[0030] Figure 23 This is a schematic diagram of a second structure of the torque elimination device of the Scottish yoke lubrication system in an embodiment of the present invention;

[0031] Figure 24 This is a schematic diagram of a third structure of the torque elimination device of the Scottish yoke lubrication system in an embodiment of the present invention;

[0032] Figure 25 This is a schematic diagram of the assembly of the second rotating wheel and the torque-eliminating pin of the torque-eliminating device in the embodiment;

[0033] Figure 26 for Figure 25 Right sectional view.

[0034] The following are the labeling elements in the figure:

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

[0036] 10. Crankshaft; 11. Crank crank; 12. Axis; 13. Rotational trajectory; 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 section; 233. Front end; 234. Rear end; 235. First sliding groove; 236. Linear guide rail; 237. Oil supply channel; 24. Piston; 241. Slot; 25. Piston pin; 26. Bearing; 27. Snap 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 trajectory; 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 Implementation

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

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

[0042] In the description of this invention, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0043] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.

[0044] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0045] Example 1

[0046] Combination Figures 2 to 4 This application provides a Scottish yoke lubrication system. The Scottish 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 mutually perpendicular. The frame 23 reciprocates linearly 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 disposed within the first sliding groove 235. The slider 22 has a mounting through hole 222 extending along the third direction Z. The crankshaft 10's crank 11 passes through the mounting through hole 222. The bearing 26 is disposed between the wall of the mounting through hole 222 and the crankshaft 10's crank 11. 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 and has a diameter of 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 radially penetrating flow channel hole with a diameter of 3mm to 6mm, and the slider 22 has a second flow channel 221, which connects the bearing 26 and the groove wall of the first sliding groove 235.

[0047] Combination Figure 3 and Figure 4 The lubricating oil flows sequentially 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, forming a lubricating oil path. This effectively distributes the lubricating oil among the crankshaft 10, bearing 26, slider 22, and frame 23, providing lubrication for the relative rotational friction pair between the slider 22 and bearing 26, and 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. This does not damage the structural strength of the crankshaft 10, guides the flow of lubricating oil, ensures appropriate oil supply pressure and quantity, and ensures that the lubricating oil can be evenly distributed on the friction surfaces, reducing the wear of the slider 22 and improving the reliability and durability of the Scottish yoke lubrication system.

[0048] Conversely, if the diameter of the first oil hole 14 is 2mm and the diameter of the flow channel hole of the bearing 26 is 2mm, it will result in insufficient oil and pressure supply to the bearing 26, leading to severe surface wear of the slider 22. See also Figure 9 Due to insufficient oil supply and wear, a peeling area B appears in the upper right corner of slider 22 (in 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 in the friction pair (such as between the slider 22 and the groove wall of the first sliding groove 235), which will aggravate the friction.

[0049] In some embodiments, combined with Figure 3 and Figure 4 The oil supply pressure of the first oil hole 14 of the crankshaft 10 is lower than the oil pump supply pressure. Optionally, the crankshaft 10 rotates at speeds between 1000 rpm and 4500 rpm, and the oil supply pressure of the first oil hole 14 is between 2 bar and 8 bar. The oil supply pressure and oil supply rate are strongly correlated, with the oil supply rate ranging from 7.0 L / min to 40.5 L / min. If the oil supply rate is excessively high, the oil pump will be worn out. If the oil supply pressure of the first oil hole 14 is too low, insufficient oil supply will lead to bearing 26 failure. For example, see... Figure 8 When the oil supply from the first oil hole 14 is 6.0 L / min, the outer wall of the slider 22 is severely worn, with the wear-resistant coating on the surface being worn away, and an ablation zone A appearing in the area with insufficient oil supply. Friction is affected by the relative motion rate and the sliding motion pair. Since the deformation of the slider 22 is mainly affected by factors such as hydrodynamic lubrication, normal force, and load, and the relative motion rate is determined once the stroke of the piston 24 in the cylinder 21 is determined, the normal force is determined by the cylinder diameter of the cylinder 21 and the weight of the piston 24. Therefore, the hydrodynamic lubrication is adjusted by regulating the oil supply pressure and oil supply quantity 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, controlling the maximum operating temperature of the lubricating oil prevents the lubricating oil film 20 from becoming damaged due to reduced load-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 bearing bush 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 Figure 11During the ignition / power stroke of an internal combustion engine, the normal thrust of piston 24 is large. If a planar sliding bearing is used in slider 22 to reduce the friction pair pressure and PV value (pressure × sliding speed) and prevent the friction pair from deforming or being damaged due to high normal pressure, the planar sliding bearing operates under harsh conditions and has limited space. It is difficult to design a stepped structure on the planar sliding bearing to guide the flow of lubricant. When the sliding direction of the friction pair changes back and forth and the normal load changes drastically, reliable hydrodynamic lubrication cannot be achieved. In addition, the planar sliding bearing cannot be connected to the first oil hole 14 of crankshaft 10 through a flow channel, resulting in insufficient oil supply to the distal part of slider 22. The lubricant storage capacity of slider 22 is limited (it is not advisable to design excessively large grooves on the surface of slider 22 to store a large amount of lubricant, as excessively large grooves weaken the structural strength and reduce the stiffness / load-bearing capacity of the lubricating oil film 20). It is difficult to provide sufficient lubricant throughout the entire ignition stroke, and the lubricating oil film 20 may rupture, leading to direct contact of rough peaks and aggravating friction and wear.

[0053] Therefore, in some embodiments, at least one of the groove wall of the first sliding groove 235 and the outer 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 bush of the bearing 26 (i.e., the surface of the bearing 26 that contacts 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 repeatedly and the normal load changes drastically, the stored lubricating oil will be released, providing additional cushioning and further reducing the friction and wear of the slider 22. The concave surface texture 40 enables the Scottish yoke lubrication system to maintain stable performance under high load and high frequency reciprocating motion, improving the reliability and durability of the Scottish yoke lubrication system.

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

[0055] For example, combining Figure 6The concave surface texture 40 is located on one of the holes in the mounting hole 222 and the bearing bush of the bearing 26. The concave surface texture 40 is also located on the groove wall of the first sliding groove 235. The frame 23 accommodates the slider 22 and the bearing 26. The large area of ​​the frame 23 facilitates the placement of the concave surface texture 40 on the groove wall of the first sliding groove 235, achieving full coverage of sliding lubrication between the frame 23 and the slider 22. This avoids placing the concave surface texture 40 on the outer wall of the slider 22, reducing manufacturing difficulty. For example, if the concave surface texture 40 is located on both the hole wall of the mounting hole 222 and the outer wall of the slider 22, it reduces the rotational friction between the hole wall of the mounting 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, respectively. Furthermore, the concave surface texture 40 only needs to be machined on the slider 22, eliminating the need to machine it on other components, further reducing 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 wall of the mounting through hole 222, and the bearing bush of the bearing 26. Since the concave surface texture 40 is located on both the groove wall of the first sliding groove 235 and the outer wall of the slider 22, the sliding friction between the outer wall of the slider 22 and the groove wall of the first sliding groove 235 is significantly reduced, thus reducing the wear of the slider 22. Figure 3 and Figure 4 The concave surface texture 40 is located on both the wall of the mounting through hole 222 and the bearing bush of the bearing 26, which greatly reduces the rotational friction between the wall of the mounting through hole 222 and the bearing bush of the bearing 26, and reduces the wear of the slider 22.

[0057] In some embodiments, combined with 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, all of which are connected to the first groove 41, facilitating the faster spread of lubricating oil across the entire concave surface texture 40. The plurality of second grooves 42 are spaced apart along the length of the first groove 41, increasing the area of ​​the concave surface texture 40 and the storage space for lubricating oil. This allows the lubricating oil to be spread more evenly on the friction pair, preventing localized oil starvation and lubrication failure, and providing more stable and continuous lubrication.

[0058] In addition, the first groove 41 and the second groove 42 are arranged in an intersecting manner. The first groove 41 increases the dimension of the concave surface texture 40 in the length direction of the first groove 41, and the second groove 42 increases the dimension of the concave surface texture 40 in the width direction of the first groove 41. This facilitates the concave surface texture 40 to spread out on the friction surface, increases the lubrication area, and improves the lubrication effect between the friction pairs.

[0059] It is understood that in other embodiments, in combination Figure 5 (d) The concave surface texture 40 is the first groove 41, excluding the second groove 42, which simplifies the processing and manufacturing of the concave surface texture 40; or, the concave surface texture 40 includes the first groove 41 and multiple second grooves 42 that are not connected, and can only spread to the surface of the friction pair by relying on the relative movement of the friction pair to drive the movement of the lubricating oil. In this case, it is not conducive to the rapid and comprehensive spread of the lubricating oil and the establishment and maintenance of the lubricating oil film.

[0060] In one embodiment, combined Figure 5 (a) Figure 5 (b) and Figure 5 (c) The first groove 41 is straight-line shaped. A straight-line groove reduces the flow resistance and residence time of the lubricating oil in the first groove 41, thereby improving lubrication efficiency. In another embodiment, combined with... Figure 5 (d) and Figure 5 (e) The first groove 41 is curved, especially the sinusoidal groove, which can generate stronger hydrodynamic pressure, 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 diffuses 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°. For example, combined with 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, this enhances the overall structural stability of the concave surface texture 40; on the other hand, the perpendicularly intersecting design helps the lubricating oil to be distributed more evenly in both directions, ensuring sufficient lubrication between the friction pairs. For example, combined with... Figure 5 (b) and Figure 5(c) The length direction of the second groove 42 intersects the length direction of the first groove 41 at an angle to optimize the hydrodynamic lubrication effect. When the angle at which the lubricating oil flows from the first groove 41 into the second groove 42 is obtuse, the flow resistance of the lubricating oil is reduced, which is conducive to covering the concave surface texture 40 more quickly; when the angle at which the lubricating oil flows from the first groove 41 into the second groove 42 is acute, the flow speed of the lubricating oil is reduced, which is conducive to the lubricating oil covering the concave surface texture 40 smoothly and without air bubbles, thereby improving the quality of the lubricating oil film 20.

[0062] In one embodiment, combined Figure 5 (a) Figure 5 (b) Figure 5 (c) and Figure 5 (e) The second groove 42 is straight-line in shape, which reduces flow resistance. Especially when the flow area of ​​the second groove 42 is small, it helps the lubricating oil to fill the second groove 42. It is understood that in other embodiments, the second groove 42 is curved, especially sinusoidal, which can generate a stronger hydrodynamic effect, help to distribute the fluid more evenly on the friction surface, and 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 lubricating oil. For example, the first groove 41 located in the bearing 26 is directly connected to the first flow channel 15, the first groove 41 located in the slider 22 is directly connected to the second flow channel 221, and the first groove 41 located in the frame 23 is directly opposite the outlet of the second flow channel 221.

[0064] In one embodiment, combined Figure 5 (a) Figure 5 (b) Figure 5 (c) The number of first grooves 41 is one, which facilitates precise control of the flow path and flow distribution of lubricating oil, ensuring that the entire concave surface texture 40 is covered. For example, the first groove 41 is used for oil inlet and distributes it to all the second grooves 42 connected to it, preventing individual first grooves 41 or second grooves 42 from being under-lubricated due to distance or height factors. In another embodiment, combined with Figure 5 (d) and Figure 5 (e) The number of first grooves 41 is two or more, and at least two first grooves 41 can disperse the flow path of lubricating oil, so that the fluid can be distributed more quickly and evenly across the entire friction surface.

[0065] In some embodiments, combined with Figures 5 to 7The flow area of ​​the first groove 41 is larger than that of the second groove 42, so that sufficient lubricating oil can be delivered to each of the second grooves 42 and the downstream far-end area of ​​the lubrication oil passage. The first groove 41 can hold and deliver more lubricating oil, ensuring that even under high load or high speed operating conditions, enough lubricating oil can be delivered to each of the second grooves 42.

[0066] Specifically, the flow area of ​​the first groove 41 is 1.5 to 3 times that of the flow area of ​​the second groove 42. On the one hand, this avoids the flow area of ​​the second groove 42 being too small, ensuring that the lubricating oil in the first groove 41 can quickly fill the second groove 42. On the other hand, 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, so as to avoid the large amount of machining in the second groove 42 affecting the structural strength and reducing the load-bearing capacity of the lubricating oil film 20.

[0067] In some embodiments, combined with Figure 7 (a) The concave surface texture 40 covers the groove wall of the first sliding groove 235 along the second direction Y. The flow area of ​​the concave surface texture 40 in the middle of the second direction Y is larger than the flow area at the end. As the slider 22 slides along the middle of the first sliding groove 235 to one end of the first sliding groove 235, then slides back to the other end of the first sliding groove 235, and then slides back to the middle of the first sliding groove 235, and repeats this cycle, 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 lubricating oil film 20 thickness, which is beneficial for improving the lubrication effect in the middle of the first sliding groove 235.

[0068] Optionally, combined Figure 7 (a) The first groove 41 covers the wall of the first sliding groove 235 along the second direction Y. 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 ends of the first sliding groove 235, thereby achieving a large flow area in the middle of the 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 ends of the first sliding groove 235, thereby achieving a large flow area in the middle of the concave surface texture 40.

[0069] In some embodiments, please combine Figure 3 and Figure 6 The concave surface texture 40 is laid along the second direction Y to cover both sides of the first sliding groove 235. The flow area of ​​one end of the concave surface texture 40 in the second direction Y is larger than that of the other end, so that the two ends of the concave surface texture 40 have different fluid resistance, 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 concave surface texture 40 has a larger flow area at the upper end of the left groove wall than at the lower end, and a larger flow area at the lower end of the right groove wall than at the upper end. When the frame 23 slides to the right 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 (high load area) of the second direction Y. At this time, the upper flow area of ​​the concave surface texture 40 in the second direction Y is larger than the lower flow area, thus specifically lubricating the friction pair between the slider 22 and the left groove wall of the first sliding groove 235. When the frame 23 slides to the left 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 (high load area) of the second direction Y. At this time, the lower flow area of ​​the concave surface texture 40 in the second direction Y is larger than the upper flow area, thus specifically lubricating the friction pair between the slider 22 and the right groove wall of the first sliding groove 235.

[0071] In some embodiments, combined with Figure 7 (b)~ Figure 7 (d) Both sides of the first sliding groove 235 have concave surface textures 40, and the two concave surface textures 40 located on the opposite sides of the first sliding groove 235 are distributed at intervals along the second direction Y. Based on the motion law of the Scottish yoke lubrication system, the slider 22 is only subjected to force on one side at any given time, that is, at any given time, only one side of the surface of the slider 22 is in close contact with the first sliding groove 235 to form a friction pair. This ensures reliable lubrication while avoiding excessive oil loss and efficiency reduction.

[0072] For example, the upper left half of the first sliding groove 235 has a concave surface texture 40, and the lower right half of the first sliding groove 235 also has a concave surface texture 40. When the frame 23 slides to the right along the first direction X, the outer left wall of the slider 22 contacts the upper left half of the first sliding groove 235 to form a friction pair. The concave surface texture 40 of the upper left half provides a stable lubricating oil film 20. The outer right wall of the slider 22 separates from the upper right half of the first sliding groove 235 without forming a friction pair, and the upper right half does not need to have a concave surface texture 40. Therefore, the concave surface textures 40 on both sides of the first sliding groove 235 are spaced vertically, which corresponds exactly to the friction pair on one side of the slider 22, achieving targeted lubrication, avoiding waste of lubricating oil, and reducing the machining amount of the concave surface texture 40.

[0073] In some embodiments, in accordance with a specific engine firing sequence, when a friction pair is formed on one side of the slider 22, the friction surfaces of the slider 22 slide relative to each other only in the upper half (or lower half) within the frame 23. During one operating cycle, since the lubricating oil is continuously supplied via a flow channel, the lubricating oil is not lost as the slider 22 moves, the amount of lubricating oil between the friction pairs does not decrease, and the lubricating oil film 20 can be effectively maintained. Therefore, during the ignition stroke, the pressure-bearing friction pair 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 frictional wear. This ensures reliable lubrication while avoiding excessive pumping oil loss and efficiency reduction.

[0074] In some embodiments, based on the motion law of the Scottish yoke lubrication system, the slider 22 is only subjected to force on one side at any given time. The outer walls of the opposite sides of the slider 22 have concave surface textures 40. The two concave surface textures 40 located on the outer walls of the opposite sides of the slider 22 are distributed at intervals along the second direction Y to achieve targeted lubrication, avoid waste of lubricating oil, avoid excessive pumping oil loss and efficiency reduction, and reduce the amount of machining required for the concave surface textures 40.

[0075] In some embodiments, friction blocks are mounted on the groove wall of the first sliding groove 235 and / or the outer wall of the slider 22, and the friction blocks have a concave surface texture 40. This simplifies the processing requirements for the frame 23 and the slider 22, and allows for the processing of friction blocks of different thicknesses to accommodate different installation gap requirements, while also facilitating later maintenance and monitoring. Furthermore, since the friction blocks are independent components, wear monitoring and assessment are easier, allowing for early detection of potential failure risks and timely replacement and maintenance. Specifically, the slider 22 has mounting holes 223 (see...). Figure 9 Fasteners are inserted through the mounting hole 223 and the friction block, thereby mounting the friction block onto the slider 22.

[0076] In some embodiments, at least one of the groove wall of the first sliding groove 235 and the outer 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, have an anti-wear coating to reduce the coefficient of friction and enhance wear resistance. The anti-wear coating may 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 metal surfaces by various methods. They have good adhesion, are not easy to fall off, and can be processed with concave surface textures by methods such as embossing. Compared with ceramic materials, polymer composite materials are more resistant to impact loads, are less prone to brittleness, and are suitable for scenarios with repeated load changes.

[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 bush of the bearing 26 simultaneously has a separately disposed concave surface texture 40 and an anti-wear coating. The concave surface texture 40 can increase the storage space of lubricating oil on the contact surface, thereby reducing dry friction and wear. The anti-wear coating usually has high hardness, can resist mechanical damage such as scratches and indentations, and can reduce the coefficient of friction. The concave surface texture 40 stores lubricating oil and guides the flow of lubricating oil to create a hydrodynamic lubrication state, forming a double protection in combination with the anti-wear coating. When the normal load of the friction pair is small, the lubricating oil film 20 formed by the concave surface texture 40 mainly separates the objects rubbing against each other, reducing wear; when the normal load of the friction pair is large, the oil film thickness decreases and surface roughness peak contact occurs, 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 bush of the bearing 26 simultaneously has overlapping concave surface texture 40 and an anti-wear coating, the anti-wear coating being an oleophilic coating to improve the stability of the lubricating oil film 20.

[0079] In some embodiments, combined with Figure 3 and Figure 4 There are two sets of second flow channels 221, located on both sides of the crankshaft 10 in the first direction X. The first flow channel 15 alternately connects with the two sets of second flow channels 221 as the crankshaft 10 rotates, thereby alternately supplying lubricating oil to the second flow channels 221. Based on the motion law of the Scottish yoke lubrication system, when the slider 22 rubs against the left side wall of the first sliding groove 235, the first flow channel 15 rotates with the crankshaft 10 to connect with the left-side second flow channel 221; when the slider 22 rubs against the right side wall of the first sliding groove 235, the first flow channel 15 rotates with the crankshaft 10 to connect with the right-side second flow channel 221, achieving targeted lubricating oil supply. Increasing the lubricating oil supply on the side where the friction pair occurs effectively reduces friction and wear. While ensuring reliable lubrication, it avoids excessive oil pumping losses and reduced 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 bush of bearing 26 has a concave surface texture 40 with a length of 2.5mm to 3mm and a width of 0.8mm to 1.0mm. That is, the cross-sectional area of ​​the bearing bush of bearing 26 is 2.5 to 3 * 0.8 to 1.0mm. 2The grooves. The concave surface texture 40 of this size can store and guide lubricating oil without compromising the structural strength of the bearing bush. It helps to form a hydrodynamic lubrication effect during friction, further improving the lubrication effect, dispersing the pressure generated during the operation of the bearing 26, making the pressure distribution more uniform, and further improving the load-bearing capacity of the bearing 26.

[0082] In some embodiments, the slider 22 has a concave surface texture 40 with a length of 2.5mm to 3mm and a width of 1.0mm to 1.5mm. That is, the groove range of the slider 22 is 2.5 to 3 * 1.0 to 1.5mm. The concave surface texture 40 of this size can ensure that 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, improves the fluidity of the lubricating oil, and makes lubrication more uniform and effective, without compromising the structural strength of the slider 22.

[0083] In some embodiments, the Scottish yoke lubrication system includes a cylinder 21 and a piston 24, the piston 24 being slidably disposed within the cylinder 21 along a first direction X. A frame 23 is connected to the piston 24.

[0084] In some embodiments, combined with Figure 2 and Figure 10 The frame 23 includes a frame base 231 and two linear rods 232. The linear rods 232 extend along a first direction X. The front end 233 of each linear rod 232 is connected to a piston 24. The linear rod 232 reciprocates linearly within the cylinder 21 along the first direction X with the piston 24. The linear rod 232 does not rotate, so the cylinder 21 does not need to have a larger diameter to accommodate the rotation of the linear rod 232. The cylinder 21 and the linear rod 232 do not interfere with each other, which facilitates further reduction in the size of the cylinder 21. The rear end 234 of the linear rod 232 is fixedly connected to the frame base 231. No bearing 26 needs to be accommodated between them, meaning 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 along the first direction X.

[0085] Specifically, in combination Figure 10The linear rod portion 232 has a straight shape and a uniform or nearly uniform overall cross-section. Under the same structural strength requirements, the size of the linear rod portion 232 with a uniform cross-section can be reduced. The cylinder bore of cylinder 21 accommodates the linear rod portion 232 with a uniform cross-section, making full use of the internal space of cylinder 21. This compact fit helps reduce vibration and noise, improving the overall durability of the engine. Under the premise of unchanged engine displacement, the cylinder bore of cylinder 21 can be smaller, allowing for a larger stroke of the linear rod portion 232 in the first direction X. During the power stroke, the lever arm of frame 23 on crankshaft 10 is larger, resulting in greater torque generated on crankshaft 10, which is beneficial for improving engine power. Furthermore, the increased stroke of the linear rod portion 232 helps improve the compression ratio and thermal efficiency of the opposed engine. During the power stroke, it can efficiently convert the energy generated by the combustion of the air-fuel mixture inside cylinder 21 into mechanical energy, which is beneficial for improving the power and economy of the opposed engine, achieving energy saving and emission reduction effects.

[0086] In this embodiment, combined with Figure 11 and Figure 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 generated by the combustion of fuel in the cylinder 21 and acting on the piston 24 to the crankshaft 10, and outputting power outward. Taking the Scottish yoke lubrication system closest to the third positive Z direction as an example, the plane motion of the slider 22 can be decomposed into linear motions 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 are standard sine / cosine motions, 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 connecting 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, ranging from 0 to 2π. That is, see Figure 12 Piston 24 and frame 23 reciprocate along the first direction X, x = r*(1-cosφ). By differentiating the displacement expression first, second, and third times, the velocities of piston 24 and frame 23 can be obtained (see...). Figure 13 ), acceleration (see Figure 14 ) and urgency (see Figure 15 All of these are monomial sine / cosine functions, with a single influencing factor, simple and reliable mechanisms, and none of them are polynomial functions of sine / cosine, thus not generating second-order reciprocating inertial forces, resulting in stable power output. In other words, the components of the Scottish yoke lubrication system that move linearly only generate first-order reciprocating inertial forces, and do not generate second-order reciprocating inertial forces.

[0087] A conventional piston is connected to the crankshaft 10 via a connecting rod and a crank. The displacement of the piston 24 in the first direction X is expressed as x = R * [(1-cosθ) + (1-cos2θ) * λ / 4]. Here, R is the length of the crank, a constant; L is the length of the connecting rod, a constant; λ = R / L, a constant; and θ is the angle between the crank and the horizontal plane, or the angle of rotation of the crank relative to the xoz plane, a variable ranging from 0 to 2π. Similarly, by differentiating this expression first, second, and third times, the velocity, acceleration, and jerk of the conventional piston can be obtained. Figures 12 to 15 This diagram compares the displacement, velocity, acceleration, and jerk of piston 24 and a conventional piston. Curve A represents piston 24, and curve B represents the conventional piston. The conventional piston undergoes an approximate cosine / sine motion, making it difficult to achieve perfect dynamic balance.

[0088] Combination Figure 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. This means the engine will have a lower cylinder volume change rate near top dead center, maintaining a gaseous state with higher charging density. This helps the combustion flame front expand, promotes complete combustion, reduces emissions, and facilitates the full conversion of chemical energy into mechanical energy. The slower approach of the piston 24 to top dead center helps prevent knocking and allows for the use of lower-grade fuel at high compression ratios. Compared to conventional crankshaft connecting rod engines with the same bore and stroke, the piston 24 moves at a lower speed near top dead center.

[0089] Combination Figure 14 The piston 24 of this invention has a smoother acceleration curve with less fluctuation, resulting in more stable output torque. Combined with... Figure 15 When slider 22 is in the middle position of the frame base 231, it is on the same x-axis as piston 24, with a lever arm of 0. The air-fuel mixture is ignited, and the gas pressure in cylinder 21 increases rapidly. Piston 24 has its maximum jerk, but at this time, the lever arm of frame 23 relative to crankshaft 10 is minimum. When slider 22 reaches top / bottom dead center, piston 24 has moved half a stroke. At this point, although the lever arm is at its maximum, the gas pressure has dropped by more than half. Thus, piston 24 experiences less impact and smoother movement, which is beneficial for the Scottish yoke lubrication system and for achieving better NVH performance in the opposed engine.

[0090] In some embodiments, combined with Figure 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 images of the frame base 231. In this way, the two pistons 24 are coaxially mirror-symmetrically arranged, which fundamentally solves the problems of weak sliding surface strength of single piston 24 connecting rod and horizontal torsional vibration of multi-piston 24.

[0091] In some embodiments, combined with Figure 10 and Figure 17 The rear end 234 is connected to the frame base 231 with 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 eliminate the need to increase the size of the rear end 234 to cope with large concentrated stress, which is beneficial to the size reduction design of the straight rod 232 and the cylinder 21. In one embodiment, the radius of the fillet between the rear end 234 and the frame base 231 is 50% to 180% of the diameter of the straight rod 232. On the one hand, the radius of the fillet is greater than or equal to 50% of the diameter of the straight rod 232, avoiding the formation of sharp corners in the rear end 234 and avoiding 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 radius of the fillet is less than or equal to 180% of the diameter of the straight rod 232, avoiding interference with the cylinder wall of the cylinder 21 due to the large radius transition size.

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

[0093] In one embodiment, the dimension of the linear rod portion 232 in the second direction Y is 8% to 20% of the dimension 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 dimension of the frame base 231 in the second direction Y is relatively large. This solution, by limiting the dimension of the linear rod portion 232 in the second direction Y to less than or equal to 20% of the dimension of the frame base 231, facilitates a reduction in the size of the linear rod portion 232, which helps to reduce its inertial force during movement and to reduce the cylinder diameter of the cylinder 21. Simultaneously, this solution, through simulation and strength verification, limits the dimension of the linear rod portion 232 in the second direction Y to greater than or equal to 8% of the dimension of the frame base 231, avoiding unstable structural transitions at the connection between the two, thereby preventing stress concentration.

[0094] In one embodiment, the straight rod portion 232 and the frame base 231 are integrally formed, improving the integrity of the frame 23. In one embodiment, welding, threaded connection, or interference socketing between the straight rod portion 232 and the frame base 231 does not require the use of connecting rod bolts, and the rear end portion 234 does not need to increase its size to provide a screw hole, which is beneficial for reducing the design size of the straight rod portion 232 and the cylinder 21. Moreover, welding, threaded connection, and interference socketing can ensure a tight connection between the straight rod portion 232 and the frame base 231, reducing the strength reduction caused by loose connection or fracture.

[0095] In some embodiments, in combination with Figure 10 and Figure 17 , the groove wall of the first sliding groove 235 has a linear guide rail 236, and the slider 22 is slidably disposed on the linear guide rail 236. The linear guide rail 236 enhances the support of the base for the slider 22. The cooperation between the linear guide rail 236 and the slider 22 can reduce the vibration caused by friction and clearance, improving 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 linear guide rails 236 is two, and the two linear guide rails 236 are disposed on the two groove walls of the first sliding groove 235 in the first direction X.

[0096] In some embodiments, in combination with Figure 17 and Figure 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 in the direction perpendicular to the first direction X is a "king" shape. Compared with the I-shaped connecting rod, the strength and stiffness of the frame base 231 and / or the straight rod portion 232 are improved, preventing the frame 23 from being significantly deformed when transmitting power.

[0097] It can be understood that in other embodiments, in combination with Figure 19 , the cross-sectional shape of the frame base 231 and / or the straight rod portion 232 in the direction perpendicular to the first direction X is I-shaped, quadrilateral, circular, elliptical, circular ring-shaped, or elliptical ring-shaped. Among them, the I-shaped cross-sectional frame base 231 and / or straight rod portion 232 have better bending resistance when承受弯曲载荷; the quadrilateral cross-sectional frame base 231 and / or straight rod portion 232 have a simple shape and are easy to manufacture and process; under the same cross-section and the same torque condition, the frame base 231 and / or straight rod portion 232 with a circular cross-section have the smallest maximum shear stress, and the torsional angle is also smaller than that of the non-circular cross-section shaft; the elliptical cross-sectional frame base 231 and / or straight rod portion 232 can provide strong and weak axes beneficial to the structure under unidirectional bending, which is conducive to making full use of the material strength and saving materials. The circular ring-shaped and elliptical ring-shaped cross-sectional frame bases 231 and / or straight rod portions 232 have reasonable support 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 portion 232 in the first direction X is 4 to 7 times its outer diameter. On the one hand, by increasing the dimension of the linear rod portion 232 in the first direction X to be greater than or equal to 4 times its outer diameter, the stroke of the linear rod portion 232 and the piston 24 is increased, thereby increasing the compression ratio of the cylinder 21. On the other hand, limiting the dimension of the linear rod portion 232 in the first direction X to be less than or equal to 7 times its outer diameter prevents the linear rod portion 232 from becoming too thin, thus ensuring that the linear rod portion 232 has good bending resistance when subjected to bending loads.

[0099] In this embodiment, combined with Figure 19 The linear link 232 can be solid or hollow. When the linear link 232 is hollow, the hollow structure allows for the flow of lubricating oil, achieving heat dissipation and ensuring that the linear link 232 maintains a suitable operating temperature under high-frequency, high-load conditions. This prevents performance degradation or damage caused by overheating and helps reduce the thermal load on the linear link 232, preventing its failure. Furthermore, when crankcase blow-by occurs, the hollow structure reduces airflow disturbance within the crankcase caused by the movement of the frame 23, which is beneficial for the normal operation of the crankcase ventilation system.

[0100] Optionally, the frame 23 has an oil delivery channel 237 that communicates with the lubricating oil film 20. In other words, both the frame base 231 and the straight rod portion 232 have oil delivery channels 237 and are interconnected.

[0101] In some embodiments, combined with Figure 20 and Figure 21 The Scottish yoke lubrication system also includes a piston pin 25 and two retaining rings 27. The front end 233 has a through pin hole, and both ends of the piston 24 have retaining grooves 241. The two retaining rings 27 are respectively engaged in the two retaining grooves 241. The piston pin 25 passes through the pin hole, and both ends of the piston pin 25 abut against the two retaining rings 27 to limit the piston pin 25. Specifically, the piston 24 is rotatably connected to the linear rod 232 by means of the piston pin 25 and can move along the axial direction of the piston pin 25. This removes the strong motion constraint between the frame 23 and the cylinder 21, allowing the frame 23 to be in an adaptive and self-balancing floating state. This 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 torsional deformation of the crankshaft 10. This reduces the requirements for machining and assembly accuracy and significantly extends the service life.

[0102] To simplify the drawings, Figure 11 and Figure 16 The diagram only shows the straight rod portion 232, without showing that the outer diameter of the straight rod portion 232 remains basically unchanged along the first direction X.

[0103] Example 2

[0104] This application provides a opposed engine, which includes an engine block (not shown) and a Scottish yoke lubrication system according to any one of the embodiments. The frame 23 and the slider 22 are located inside the engine block, and the crankshaft 10 is sealed and extends to the outside of the engine block. The bottom of the engine block has an oil return port, to which lubricating oil flows back under gravity.

[0105] In some embodiments, combined with Figure 11 and Figure 16 The opposed engine also includes a torque elimination device 30. The length direction of the crankshaft 10 is aligned with the third direction Z, and the crankshaft 10 rotates about the third direction Z. 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, without specific limitation. One Scottish yoke lubrication system corresponds to one crank 11. Generally, the number of cranks 11 is equal to the number of Scottish yoke lubrication systems, and they correspond one-to-one. One Scottish yoke lubrication system includes two cylinders 21 and two pistons 24. Each piston 24 can be slidably disposed in one cylinder 21 along a first direction X. The torque elimination device 30 includes a torque-eliminating mass 31, which reciprocates along the first direction X under the drive of the crankshaft 10. The inertial torque generated by the torque-eliminating mass 31 acting on the engine block is opposite in direction to the inertial torque generated by all Scottish yoke lubrication systems acting on the engine block.

[0106] Please continue reading Figure 11 For a four-cylinder horizontally opposed engine, since the phase angles of the two crankshafts 11 differ by 180°, the first-order reciprocating inertial forces F1 acting on the two crankshafts 11 are equal in magnitude and opposite in direction, thus canceling each other out. These two first-order reciprocating inertial forces F1 do not act on the same straight line, generating an unbalanced torque M1 in the horizontal plane xoz containing the first direction X and the third direction Z, causing the opposed engine to rotate around the second direction Y. Furthermore, every time the crankshaft 10 rotates 180°, the magnitude of M1 changes, and its direction also periodically reverses to the opposite direction, causing vibration throughout the opposed engine.

[0107] Driven by the crankshaft 10, the torque-eliminating mass 31 reciprocates along the first direction X, generating a first-order reciprocating inertial force F2 acting on the engine block. Two torque-eliminating devices 30 are installed at intervals on the crankshaft 10. The two first-order reciprocating inertial forces F2 do not act on the same straight line, thereby generating an unbalanced torque M2 in the horizontal plane xoz containing the first direction X and the third direction Z. M2 and M1 are in opposite directions, which can reduce or cancel the vibration of the individual unbalanced torque M1, significantly improve the NVH performance of the opposed engine, reduce energy loss caused by vibration and unbalanced forces, facilitate more efficient operation of the opposed engine, more stable output power, and improve the overall performance and durability of the opposed engine.

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

[0109] The opposed engine provided in this application can be a horizontally opposed engine or a vertically opposed engine, without specific limitations. The number of cylinders in the opposed engine can be two, four, or more, without specific limitations. This opposed engine can be used in range extender systems, such as range extenders for range-extended electric vehicles, range-extended aircraft, range-extended surface / underwater vehicles, amphibious vehicles, ground effect vehicles, etc., without specific limitations.

[0110] In some embodiments, the torque eliminator 30 can be located inside or outside the engine housing. When the torque eliminator 30 is located inside the engine housing, it is mounted on the crankshaft 10 within the engine housing, providing protection and sealing from the engine housing and ensuring high stability. Optionally, the groove wall of the second sliding groove 311 and / or the outer wall of the torque eliminator block 34 have any of the concave surface textures 40 described in Embodiment 1, which helps reduce the sliding friction between the torque eliminator block 34 and the torque eliminator mass block 31. When the torque eliminator 30 is located outside the engine housing, it is mounted on the crankshaft 10 outside the engine housing, reducing the space occupied in the engine housing and facilitating miniaturized engine housing design. Specifically, the torque eliminator 30 also includes a torque eliminator compartment, within which the torque eliminator mass block 31 and the torque eliminator block 34 are located. Optionally, the torque elimination chamber has an oil inlet and an oil outlet to allow lubricating oil to circulate and 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 have any of the concave surface textures 40 in Embodiment 1.

[0111] According to the motion 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 concave surface texture 40 in the middle of the second direction Y is greater than the flow area at the end; optionally, the concave surface texture 40 covers the groove walls of 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 of the second direction Y is greater than the flow area at the other end; both sides of the groove wall of the second sliding groove 311 have concave surface texture 40, and the two concave surface textures 40 located on the opposite sides of the groove wall of the second sliding groove 311 are spaced apart along the second direction Y. Optionally, the opposite outer walls of the moment-eliminating block 34 have concave surface textures 40, and the two concave surface textures 40 located on the opposite outer walls of the moment-eliminating block 34 are distributed at intervals 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 equipped with friction blocks, and the friction blocks have concave surface textures 40; Optionally, the groove wall of the second sliding groove 311 and / or the outer wall of the moment-eliminating block 34 have anti-wear coatings, and the anti-wear coatings can be separated from or overlapped with the concave surface textures 40. The anti-wear coatings can be ceramic coatings, metal coatings or diamond coatings, and the anti-wear coatings can be oleophilic coatings or oleophobic coatings.

[0112] In some embodiments, combined with Figure 11The torque eliminator 30 is installed at the end of the crankshaft 10. The central space of the crankshaft 10 is a critical area for power transmission and conversion. Maintaining the original design of the Scottish yoke lubrication system is not conducive to ensuring its stability and reliability, ensuring smooth and efficient power transmission, and affecting the core performance of the engine. Introducing the torque eliminator 30 ensures that the opposed engine can still maintain its original high efficiency and reliability, making it compatible with existing automobiles or aircraft. The torque eliminator 30 is installed as an independent module at the end of the crankshaft 10, making the entire opposed engine design more modular. When the torque eliminator 30 needs to be replaced or repaired, it can be done independently without disassembling the entire engine, thus reducing maintenance costs and time. Because the torque eliminator 30 is installed independently of the Scottish yoke lubrication system, different models and specifications of the torque eliminator 30 can be selected according to actual needs to generate torques M2 of different magnitudes and directions, adapting to different engines and application scenarios.

[0113] In some embodiments, combined with Figure 11 The number of Scottish yoke lubrication systems is even. The installation phase angle of the torque-suppressing block 34 is 180° different from the installation phase angle of the adjacent slider 22. Thus, the inertial torque generated by the torque-suppressing mass block 31 is opposite in direction to the inertial torque generated by the adjacent Scottish yoke lubrication system, thereby effectively offsetting or reducing the vibration caused by the reciprocating inertial force F1. At the same time, the phase angle installation requirements of the torque-suppressing block 34 are specified.

[0114] In some embodiments, combined with Figure 16 The number of Scottish yoke lubrication systems is odd. The installation phase angle of the torque-suppressing block 34 differs from that of the adjacent slider 22 by 180°. Therefore, the inertial force F2 generated by the torque-suppressing mass block 31 and the inertial force F1 generated by the adjacent Scottish yoke lubrication system are in opposite directions, effectively offsetting or reducing the vibration caused by the reciprocating inertial force F1. This also specifies the phase angle installation requirements for the torque-suppressing block 34. The inertial torques generated by the two torque-suppressing mass blocks 31 are in opposite directions, equal in magnitude, and on the same plane, achieving torque balance.

[0115] In one embodiment, combined with Figure 11 and Figure 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 parts, thereby improving the engine's operating stability.

[0116] In one embodiment, the inertial torque generated by all Scottish yoke lubrication systems is balanced by the inertial torque generated by the two torque elimination devices 30, which greatly reduces the vibration and noise generated by the engine during operation, reduces the stress and wear of components, and thus extends the overall life of the engine.

[0117] In some embodiments, combined with Figure 16 The number of Scottish yoke lubrication systems is odd, with each system installed on a crankshaft 11. Two torque eliminators 30 are installed at intervals on the crankshaft 10. The inertial forces generated by the two torque eliminators 30 balance the inertial forces generated by all the Scottish yoke lubrication systems, and the directions of the inertial forces generated by the two torque eliminators 30 are the same. The inertial torques generated by the two torque eliminators 30 are balanced.

[0118] For example, combining Figure 16 A frame 23 generates an inertial force F1 in the negative direction of the first direction X, and two torque elimination devices 30 generate an inertial force F2 in the positive direction of the first direction X. F2 = 1 / 2 * F1, thus achieving inertial force balance and preventing the generation of reciprocating inertial torque.

[0119] In some embodiments, combined with Figures 22 to 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 mounted 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 mounted on the second rotating wheel 33 and is slidably mounted on the torque elimination mass block 31 along the second direction Y. This divides the rotational motion of the eccentric position of the second rotating wheel 33 into the linear reciprocating motion of the torque elimination block 34 and the torque elimination mass block 31. The linear motion conforms to the standard sine / cosine motion, and the torque elimination mass block 31 does not generate a second-order reciprocating inertial force, thus reducing vibration and noise.

[0120] In one embodiment, the torque-eliminating mass block 31 has a second sliding groove 311 extending along the second direction Y, and the torque-eliminating block 34 is slidably disposed in the second sliding groove 311. The second sliding groove 311 defines the torque-eliminating block 34 to reliably slide along the second direction Y, thereby allowing the parallel torque-eliminating mass blocks 31 to reliably slide along the first direction X, and all conform to standard sine / cosine motion.

[0121] In one embodiment, the torque-eliminating block 34 is connected to a torque-eliminating pin 35, which is rotatably and eccentrically mounted on the second rotating wheel 33 via a torque-eliminating bearing 36. The torque-eliminating pin 35 enables the torque-eliminating block 34 to achieve eccentric motion, with its slider trajectory 341 being circular. The torque-eliminating bearing 36 allows the torque-eliminating block 34 to rotate relative to the second rotating wheel 33, thus enabling more flexible adjustment and balancing of unbalanced torques in the system, while reducing friction and resistance between the torque-eliminating block 34 and the second rotating wheel 33, thereby improving the efficiency of power transmission. In one embodiment, the torque-eliminating block 34 performs linear reciprocating motion on the torque-eliminating mass block 31, with sliding friction between them. The torque-eliminating block 34 bears a first-direction thrust X transmitted to the torque-eliminating mass block 31.

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

[0123] In one embodiment, combined with Figure 22 The first rotating wheel 32 and the second rotating wheel 33 are connected by a synchronous belt 371, ensuring accurate transmission ratio and reducing vibration and noise caused by transmission errors. In one embodiment, combined with... Figure 23 and Figure 24 The first rotating wheel 32 and the second rotating wheel 33 are meshed together, providing accurate transmission ratio, good stability, and high reliability. The gear transmission can withstand large torques and loads, improving the operational stability of the torque elimination device 30. Optionally, the first rotating wheel 32 and the second rotating wheel 33 can mesh directly, reducing intermediate components. Optionally, combined with... Figure 24 The first rotating wheel 32 and the second rotating wheel 33 are engaged by a transmission gear 372, so that they rotate in the same 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 large power and torque.

[0124] The synchronous belt 371, the first rotating pulley 32, and the second rotating pulley 33 directly mesh with each other, and the synchronous chain has the functions of timing the synchronous belt 371, timing the gear, and timing the chain, respectively, to ensure that the inertial force or inertial torque generated by the torque elimination device 30 is opposite in direction and equal in magnitude to the inertial force or inertial torque generated by the Scottish yoke lubrication system, thereby reducing engine vibration.

[0125] In some embodiments, combined with Figure 22The torque elimination device 30 also includes a torque elimination guide rail 38, which extends along a first direction X. The torque elimination mass block 31 is movably mounted on the torque elimination guide rail 38. The torque elimination guide rail 38 limits the linear reciprocating motion of the torque elimination mass block 31 in the first direction X, making the direction of the generated inertial force and inertial torque controllable, ensuring rapid response and elimination of unbalanced torque, and improving engine stability.

[0126] In one embodiment, combined with Figure 22 The torque-eliminating mass block 31 is rolled on the torque-eliminating guide rail 38 via the rolling element 39, which reduces the moving friction of the torque-eliminating mass block 31, reduces the frictional resistance and wear that may be caused by sliding friction, and improves the motion 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 within the protection scope of the present invention.

Claims

1. A Scottish yoke lubrication system, characterized in that: The Scottish yoke lubrication system includes a crankshaft, a bearing, a slider, and a frame. The frame reciprocates linearly along a first direction. The frame has a first sliding groove extending along a second direction. The slider is slidably disposed within the first sliding groove. The slider has a mounting through hole extending along a third direction. The first direction, the second direction, and the third direction are perpendicular to each other. The crankshaft crank passes through the mounting through hole. The bearing is disposed between the 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 and has a diameter of 3mm to 6mm. The first flow channel connects the first oil hole and the bearing. The bearing has a radially penetrating flow channel hole with a diameter of 3mm to 6mm. The slider has a second flow channel, which connects the bearing and the groove wall of the first sliding groove. The groove wall of the first sliding groove, the outer wall of the slider, the wall of the mounting through hole, and the bearing bush all have a concave surface texture. The concave surface texture includes a first groove and a plurality of second grooves. The plurality of second grooves are all connected to the first groove. The plurality of second grooves are spaced apart along the length direction of the first groove. The first groove and the second groove are intersected. The flow area of ​​the first groove is larger than the flow area of ​​the second groove. At least one of the groove wall of the first sliding groove and the outer wall of the slider, and at least one of the wall of the mounting through hole and the bearing bush have an anti-wear coating. The anti-wear coating is made of a polymer composite material. The first flow channel includes a first sub-flow channel and a second sub-flow channel. There are two sets of the second flow channels, which are located on both sides of the crankshaft in the first direction. The first flow channel alternately communicates with the two sets of the second flow channels as the crankshaft rotates. When the slider rubs against the left side wall of the first sliding groove, the first sub-flow channel rotates with the crankshaft to communicate with the second flow channel on the left. When the slider rubs against the right side wall of the first sliding groove, the second sub-flow channel rotates with the crankshaft to communicate with the second flow channel on the right. Regarding the aforementioned concave surface texture, the following solutions are available: Scheme (1), the concave surface texture covers the groove wall of the first sliding groove along the second direction; the flow area of ​​the concave surface texture in the middle of the second direction is greater than the flow area at the end, the density of the plurality of second grooves in the middle of the first sliding groove is greater than the density of the plurality of second grooves at the end of the first sliding groove, or, the flow area of ​​the concave surface texture at one end of the second direction is greater than the flow area at the other end; In scheme (2), the opposite side walls of the first sliding groove have the concave surface texture, and the two concave surface textures located on the opposite side walls of the first sliding groove are distributed at intervals along the second direction.

2. The Scottish yoke lubrication system according to claim 1, characterized in that: The bearing bush has a concave surface texture with a length of 2.5mm to 3mm and a width of 0.8mm to 1.0mm.

3. The Scottish yoke lubrication system according to claim 1, characterized in that: The outer wall of the slider has a concave surface texture with a length of 2.5mm to 3mm and a width of 1.0mm to 1.5mm.

4. The Scottish yoke lubrication system according to claim 1, characterized in that: When the crankshaft rotates at a speed of 1000 rpm to 4500 rpm, the oil supply pressure of the first oil hole is 2 bar to 8 bar.

5. The Scottish yoke lubrication system according to any one of claims 1 to 4, characterized in that: The surface roughness of the wall of the first sliding groove is less than or equal to Ra 0.6; And / or, the surface roughness of the outer wall of the slider is less than or equal to Ra 0.

8.

6. The Scottish yoke lubrication system according to any one of claims 1 to 4, characterized in that: The surface roughness of the wall of the mounting through hole is less than or equal to Ra 0.6; And / or, the surface roughness of the bearing bush is less than or equal to Ra 0.

6.

7. A opposed engine, characterized in that: The opposed engine includes an engine block and a Scottish yoke lubrication system as described in any one of claims 1 to 6, wherein the frame and the slider are located within the engine block, and the crankshaft seal extends to the outside of the engine block.

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