Internal combustion engine system, ship, vehicle and aircraft

Abstract

The invention belongs to the technical field of internal combustion engine equipment, and particularly relates to an internal combustion engine system, a ship, a vehicle and an aircraft. The internal combustion engine system comprises a plurality of internal combustion engines, each internal combustion engine comprises a crankshaft, each crankshaft is provided with a first output end and a second output end, and the first output ends and the second output ends are the same in structure and opposite in extending direction. Wherein the first output end of one internal combustion engine is connected with the second output end of the other internal combustion engine, so that the two crankshafts rotate synchronously. According to the technical scheme, the problems that other parts need to be redesigned due to the fact that the displacement of the internal combustion engine is changed, and consequently the internal combustion engine with the required displacement is large in manufacturing difficulty and high in application cost are solved.

Description

Technical Field

[0001] This application belongs to the technical field of internal combustion engine equipment, and particularly relates to an internal combustion engine system, a ship, a vehicle, and an aircraft. Background Art

[0002] Currently, when the required driving torque increases or decreases, it is often achieved by directly increasing the displacement of the internal combustion engine to increase the output driving torque. When the displacement of the internal combustion engine changes (increases or decreases), other components of the internal combustion engine also need to be redesigned accordingly, such as the crankshaft, connecting rod, piston, bearing shell, etc. This results in a large manufacturing difficulty and a high application cost for the internal combustion engine with the required displacement. Summary of the Invention

[0003] The purpose of this application is to provide an internal combustion engine system, a ship, a vehicle, and an aircraft, aiming to solve the problem that when the displacement of the internal combustion engine changes, other components need to be redesigned, resulting in a large manufacturing difficulty and a high application cost for the internal combustion engine with the required displacement.

[0004] To achieve the above purpose, according to the first aspect of this application, the technical solution adopted is: an internal combustion engine system, including multiple internal combustion engines, The internal combustion engine includes a crankshaft, the crankshaft is provided with a first output end and a second output end, the structures of the first output end and the second output end are the same and the extending directions of the two are opposite. Between two adjacent internal combustion engines, the first output end of one internal combustion engine is connected to the second output end of the other internal combustion engine to make the two crankshafts rotate synchronously.

[0005] The internal combustion engine system of this application cascades multiple internal combustion engines and outputs the driving torque together by multiple internal combustion engines. When the required driving torque increases or decreases, it is possible to increase or decrease the output driving torque by increasing or decreasing the number of cascaded internal combustion engines. In this way, the internal combustion engine system of this application no longer needs to redesign the displacement of the internal combustion engine according to the specific situation of the required output driving torque. Just select an appropriate number of internal combustion engines to cascade together to output the driving torque, and the requirement of increasing or decreasing the driving torque can be met. In the internal combustion engine system of this application, the structures of the first output end and the second output end of each internal combustion engine are the same, so that two adjacent internal combustion engines can be easily assembled in cascade to output the required driving torque together, reducing the application cost of redesigning the internal combustion engine.

[0006] In some embodiments of the present application, the internal combustion engine system further includes a first adapter device. Between two adjacent internal combustion engines, the central axis of the crankshaft of one internal combustion engine is coaxially arranged with the central axis of the crankshaft of the other internal combustion engine, and the first output end of one internal combustion engine is connected to the second output end of the other internal combustion engine through the first adapter device.

[0007] In some embodiments of the present application, the internal combustion engine system further includes a second adapter device. Between two adjacent internal combustion engines, the central axis of the crankshaft of one internal combustion engine is parallel to the central axis of the crankshaft of the other internal combustion engine, and the first output end of one internal combustion engine is connected to the second output end of the other internal combustion engine through the second adapter device.

[0008] In some embodiments of the present application, the crankshaft further has a first main journal, a second main journal and at least one connecting rod journal. The first output end is connected to the first main journal, the second output end is connected to the second main journal, the connecting rod journal is located between the first main journal and the second main journal, and the structures of the first main journal and the second main journal are the same; the internal combustion engine includes: a cylinder block assembly having a crankcase and a cylinder block, the cylinder block having a cylinder chamber communicating with the crankcase, the first main journal and the second main journal being rotatably mounted in the crankcase, and the connecting rod journal being located in the crankcase; a connecting rod structure having a crankshaft connection portion and a piston connection portion, the crankshaft connection portion being rotatably connected to the connecting rod journal, and the piston connection portion extending into the cylinder chamber; a piston slidably mounted in the cylinder chamber, and the piston connection portion being connected to the piston.

[0009] In some embodiments of the present application, the internal combustion engine further includes a flywheel, and the flywheel is mounted on the first output end and / or the second output end and rotates synchronously with the crankshaft.

[0010] In some embodiments of the present application, the crankshaft has one connecting rod journal, and the piston has a bottom dead center close to the crankshaft and a top dead center far from the crankshaft in the cylinder chamber; the cylinder block has one cylinder chamber, the connecting rod structure has one crankshaft connection portion and one connecting rod arm connected to the crankshaft connection portion, and the piston connection portion is provided at the end of the connecting rod arm far from the crankshaft connection portion, and the piston reciprocates once between the top dead center and the bottom dead center to complete one working cycle; alternatively, the cylinder block has two opposed cylinder chambers, the connecting rod structure has one crankshaft connection portion and two connecting rod arms connected to the crankshaft connection portion and extending in opposite directions, and the piston connection portions are provided at the ends of the two connecting rod arms far from the crankshaft connection portion, and the piston reciprocates twice between the top dead center and the bottom dead center to complete one working cycle.

[0011] In some embodiments of the present application, the crankshaft is provided with a plurality of connecting rod journals and crankshaft journals located between two adjacent connecting rod journals. The cylinder block is provided with a plurality of cylinder chambers. The crankshaft journals are rotatably installed in the crankcase. The piston has a bottom dead center close to the crankshaft and a top dead center far from the crankshaft in the cylinder chamber. The piston reciprocates twice between the top dead center and the bottom dead center to complete one working cycle.

[0012] In some embodiments of the present application, the crankshaft is provided with two connecting rod journals and one crankshaft journal. The two connecting rod journals are symmetrically arranged about the midpoint of the crankshaft journal; the cylinder block is provided with two juxtaposed cylinder chambers; alternatively, the cylinder block is provided with four cylinder chambers, and the four cylinder chambers are symmetrically arranged about the axis of the crankshaft journal. Moreover, the internal combustion engine includes two connecting rod structures. The connecting rod structure is provided with a crankshaft connecting portion and two connecting rod arms connected to the crankshaft connecting portion and extending away from each other. The ends of the two connecting rod arms far from the crankshaft connecting portion are provided with piston connecting portions.

[0013] In some embodiments of the present application, the crankshaft is further provided with a plurality of balance weights. The plurality of balance weights are symmetrically arranged about the midpoint of the crankshaft journal. Moreover, the connecting rod journals and the balance weights on the same side of the crankshaft journal are respectively located on both sides of the central axis of the crankshaft.

[0014] In some embodiments of the present application, the crankshaft connecting portion includes a frame base and a slider. The frame base is provided with a sliding straight groove, and the slider is slidably installed in the sliding straight groove. The connecting rod journal is rotatably installed on the slider.

[0015] In some embodiments of the present application, the groove wall of the sliding straight groove is provided with a guide rail, and the slider is provided with a guide groove adapted to the guide rail.

[0016] According to the second aspect of the present application, a ship is provided. The ship includes the internal combustion engine system as described above.

[0017] According to the third aspect of the present application, a vehicle is provided. The vehicle includes the internal combustion engine system as described above.

[0018] According to the fourth aspect of the present application, an aircraft is provided. The aircraft includes the internal combustion engine system as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0020] Figure 1Schematic diagram of the assembly structure of the first internal combustion engine system according to the embodiments of the present application; Figure 2 Schematic diagram of the assembly structure of the second internal combustion engine system according to the embodiments of the present application; Figure 3 Schematic diagram of the assembly structure of the third internal combustion engine system according to the embodiments of the present application; Figure 4 Schematic diagram of the assembly structure of the fourth internal combustion engine system according to the embodiments of the present application; Figure 5 Schematic diagram of the assembly structure of the fifth internal combustion engine system according to the embodiments of the present application; Figure 6 Schematic diagram of the assembly structure of the sixth internal combustion engine system according to the embodiments of the present application; Figure 7 Schematic diagram of the assembly structure of an internal combustion engine according to the embodiments of the present application, wherein the starting motor and the flywheel are disassembled; Figure 8 is Figure 7 front view schematic diagram of the internal combustion engine shown; Figure 9 is Figure 8 top view schematic diagram of the internal combustion engine shown; Figure 10 is Figure 8 left view schematic diagram of the internal combustion engine shown; Figure 11 is Figure 8 cross-sectional schematic diagram in the A-A direction in; Figure 12 is Figure 9 cross-sectional schematic diagram in the B-B direction in; Figure 13 is Figure 10 cross-sectional schematic diagram in the C-C direction in; Figure 14 is Figure 7 front view schematic diagram of the crankshaft of the internal combustion engine shown; Figure 15 is Figure 14 top view schematic diagram of the crankshaft shown; Figure 16 is Figure 14 cross-sectional schematic diagram in the D-D direction in; Figure 17 is Figure 7 schematic diagram of the assembly structure of the connecting rod structure and the cylinder block of the internal combustion engine shown; Figure 18 is Figure 7 schematic diagram of an assembly structure of the internal combustion engine shown, wherein the starting motor and the flywheel are shown in the figure; Figure 19 Another schematic assembly structure of the internal combustion engine shown, in which the starting motor and the flywheel are shown in the figure; Figure 7 Figure 20 Another schematic assembly structure diagram of the internal combustion engine according to an embodiment of the present application, in which the starting motor and the flywheel are disassembled; Figure 21 Another Figure 20 Schematic assembly structure diagram of the crankshaft, connecting rod structure and piston of the internal combustion engine shown; Figure 22 Another Figure 20 Schematic structure diagram of the crankshaft of the internal combustion engine shown; Figure 23 Another Figure 22 Front view schematic diagram of the crankshaft shown; Figure 24 Another Figure 23 Top view schematic diagram of the crankshaft shown; Figure 25 Another Figure 23 Cross-sectional schematic diagram in the E-E direction in the figure.

[0021] Among them, the reference numerals in the figure are: 100, internal combustion engine; 101, first adapter device; 102, second adapter device; 10, cylinder block assembly; 11, crankshaft housing; 12, cylinder block; 121, cylinder chamber; 13, cylinder head; 131, intake passage; 132, exhaust passage; 20, crankshaft; 21, first output end; 22, second output end; 23, connecting rod journal; 24, first main journal; 25, second main journal; 26, balance weight; 27, oil passage; 28, crankshaft journal; 30, connecting rod structure; 31, crankshaft connection part; 311, frame base; 3111, sliding straight groove; 3112, guide rail; 312, slider; 32, connecting rod arm; 321, piston connection part; 40, piston; 41, top dead center; 42, bottom dead center; 50, flywheel; 51, starting gear; 60, starting motor; 61, output rotating shaft; 70, transmission structure; 71, input part; 72, output gear. Detailed implementation mode

[0022] ​Embodiments of the present application will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where like or similar reference numerals denote like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present application, and should not be construed as limiting the present application.

[0023] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application 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 thus should not be construed as limiting the present application.

[0024] In addition, the terms "first", "second", etc. are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the present application, "a plurality" means two or more unless otherwise specifically defined.

[0025] In the present application, unless otherwise clearly specified and defined, the terms "mounted", "connected", "coupled", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral body; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0026] According to a first aspect of an embodiment of the present application, an internal combustion engine system is provided.

[0027] As Figures 1 to 6 shown, the internal combustion engine system provided by the embodiment of the present application includes a plurality of internal combustion engines 100. And, the internal combustion engine 100 includes a crankshaft 20, the crankshaft 20 is provided with a first output end 21 and a second output end 22, the structures of the first output end 21 and the second output end 22 are the same and the extending directions of the two are opposite. Between two adjacent internal combustion engines 100, the first output end 21 of one internal combustion engine 100 is connected to the second output end 22 of another internal combustion engine 100 so that the two crankshafts 20 rotate synchronously.

[0028] The internal combustion engine system of the present application cascades multiple internal combustion engines 100, and the multiple internal combustion engines 100 output driving torque together. When the required driving torque increases or decreases, the number of cascaded internal combustion engines 100 can be increased or decreased, so as to increase or decrease the output driving torque. In this way, the internal combustion engine system of the present application does not need to redesign the displacement of the internal combustion engine 100 according to the specific situation of the required output driving torque. Just select an appropriate number of internal combustion engines 100 to cascade together to output driving torque, and the demand for increasing or decreasing the driving torque can be met. In the internal combustion engine system of the present application, the structures of the first output end 21 and the second output end 22 of each internal combustion engine 100 are the same, so that adjacent two internal combustion engines 100 can be easily assembled in cascade, and then output the required driving torque together, reducing the application cost of redesigning the internal combustion engine 100.

[0029] Although a large-displacement internal combustion engine can meet the requirement of the required output driving torque, it is difficult to take into account the best fuel economy, because an engine has only one optimal fuel economy range. When the internal combustion engine is remanufactured with an increased displacement, the fuel economy range of the new engine will also increase (even double or increase several times). By applying the internal combustion engine system of the present application, the demand for increasing the driving torque is met by selecting an appropriate number of internal combustion engines 100 to cascade together to output driving torque. The optimal fuel economy range of each internal combustion engine does not change, so as to achieve the goal of the best fuel economy.

[0030] The internal combustion engine system meets the demand for increasing the driving torque by cascading an appropriate number of internal combustion engines 100 to output driving torque together. When any one of the internal combustion engines 100 in the internal combustion engine system fails, the remaining internal combustion engines 100 can still operate normally and output driving torque. Although the output driving torque decreases, the normal operation of the system can still be ensured, improving the reliability of the system. Moreover, for whichever of the cascaded multiple internal combustion engines 100 fails, only this one internal combustion engine 100 needs to be repaired, instead of having to disassemble all parts of a large-displacement engine to detect and repair each cylinder. This greatly reduces the complexity of maintenance and the difficulty of maintenance, saving not only maintenance time but also maintenance cost.

[0031] Such as Figure 1 and Figure 3As shown, the internal combustion engine system further includes a first adapter device 101 between two adjacent internal combustion engines 100. The central axis of the crankshaft 20 of one internal combustion engine 100 is coaxially arranged with the central axis of the crankshaft 20 of the other internal combustion engine 100. The first output end 21 of one internal combustion engine 100 is connected to the second output end 22 of the other internal combustion engine 100 through the first adapter device 101. Specifically, the first adapter device 101 can be a coupling device, a flange plate device, or a spline shaft sleeve. When the first adapter device 101 is a spline shaft sleeve, the first output end 21 and the second output end 22 adapted to the spline shaft sleeve are arranged as spline shafts. In this embodiment, the internal combustion engine system increases or decreases the cascaded number of internal combustion engines 100 along the extension direction of the central axis of the crankshaft 20, and completes a fast and simple assembly process through the first adapter device 101, and easily arranges the internal combustion engine system according to the required output drive torque requirements.

[0032] As Figure 2 and Figure 4 shown, the internal combustion engine system further includes a second adapter device 102 between two adjacent internal combustion engines 100. The central axis of the crankshaft 20 of one internal combustion engine 100 is parallel to the central axis of the crankshaft 20 of the other internal combustion engine 100. The first output end 21 of one internal combustion engine 100 is connected to the second output end 22 of the other internal combustion engine 100 through the second adapter device 102. Specifically, the second adapter device 102 can be a transmission gearbox. Compared with the way of cascading multiple internal combustion engines 100 along the extension direction of the central axis of the crankshaft 20, in this embodiment, two internal combustion engines 100 are arranged side by side and the central axes of the crankshafts 20 are parallel to each other, shortening the overall length of the crankshaft of the internal combustion engine system. That is to say, the internal combustion engine system formed by cascading multiple internal combustion engines 100 through the second adapter device 102 can still maintain the same axial length as a single non-cascaded internal combustion engine 100.

[0033] As Figure 5 and Figure 6 shown, the internal combustion engine system includes a first adapter device 101 and a second adapter device 102. The central axes of the crankshafts 20 of multiple internal combustion engines 100 are arranged in two coaxial columns. Adjacent two internal combustion engines in each column of internal combustion engines 100 are connected through the first adapter device 101, and the output ends (the first output end 21 or the second output end 22) at the head or tail between adjacent two columns of internal combustion engines 100 are connected through the second adapter device 102. The internal combustion engine system of this embodiment is applicable to the situation of large drive torque, such as large machinery.

[0034] Furthermore, the cascaded arrangement of multiple internal combustion engines 100 can be flexibly arranged, either in a linear series cascade or a parallel multi-row cascade. Moreover, the internal combustion engine system formed by the parallel multi-row cascade can adjust the overall center of gravity of the equipment according to requirements, making the overall equipment more stable.

[0035] As Figures 7 to 12 , Figure 20 shown, each internal combustion engine 100 of the internal combustion engine system provided by the embodiment of the present application includes a cylinder block assembly 10, a crankshaft 20, a connecting rod structure 30, and a piston 40. The cylinder block assembly 10 is provided with a crankcase 11 and a cylinder block 12. The cylinder block 12 is provided with a cylinder chamber 121, and the cylinder chamber 121 communicates with the crankcase 11. The crankshaft 20 is rotatably installed in the crankcase 11. As Figures 9 to 12 , Figures 14 to 16 , Figures 21 to 25 shown, the crankshaft 20 is provided with a first output end 21, a second output end 22, and at least one connecting rod journal 23. The connecting rod journal 23 is located between the first output end 21 and the second output end 22. The axis of the first output end 21 is coaxially arranged with the axis of the second output end 22. The connecting rod journal 23 is located in the crankcase 11. Both the first output end 21 and the second output end 22 extend out of the crankcase 11, and the extending directions of the first output end 21 and the second output end 22 are opposite. The structures of the first output end 21 and the second output end 22 are the same, and the first output end 21 and the second output end 22 can output driving torque simultaneously. As Figure 13 and Figure 21 shown, the connecting rod structure 30 is provided with a crankshaft connection portion 31 and a piston connection portion 321. The crankshaft connection portion 31 is rotatably connected to the connecting rod journal 23, and the piston connection portion 321 extends into the cylinder chamber 121. As Figure 11 , Figure 13 and Figure 21 shown, the piston 40 is slidably installed in the cylinder chamber 121, and the piston connection portion 321 is connected to the piston 40.

[0036] Each internal combustion engine 100 of the internal combustion engine system applying the present application burns an air-fuel mixture in the cylinder chamber 121 to do work on the piston 40, causing the piston 40 to slide in the cylinder chamber 121. Subsequently, the piston 40 drives the connecting rod structure 30 to move and drives the crankshaft 20 to rotate. Thus, the first output end 21 and the second output end 22 of the crankshaft 20 can output driving torques simultaneously. Since the structures of the first output end 21 and the second output end 22 are the same, that is, the structural dimensions and structural strengths of the first output end 21 and the second output end 22 are the same, the output efficiencies of the driving torques output by the first output end 21 and the second output end 22 are consistent. Therefore, compared with the current output mode of the internal combustion engine 100 using the rear end as a single output end to output the driving torque, the internal combustion engine 100 of the present application can output the same driving torque simultaneously through the first output end 21 and the second output end 22, enabling the internal combustion engine 100 to have the ability to output the driving torque to more working devices simultaneously and enhancing the adaptability of the internal combustion engine 100 to the development trend of new energy and range-extended driving modes. That is to say, the internal combustion engine 100 can select one of the first output end 21 and the second output end 22 to directly output the driving torque to drive the walking system, and can also use the other of the first output end 21 and the second output end 22 to output the driving torque to the rotor of the generator of the electric drive system to generate electric energy.

[0037] As Figures 11 to 16 , Figures 21 to 25As shown, the crankshaft 20 of each internal combustion engine 100 of the internal combustion engine system is further provided with a first main journal 24 and a second main journal 25. The first output end 21 is connected to the first main journal 24, and the second output end 22 is connected to the second main journal 25. The axes of the first output end 21, the first main journal 24, the second main journal 25, and the second output end 22 arranged in sequence are coaxially arranged. Moreover, the connecting rod journal 23 is located between the first main journal 24 and the second main journal 25. The connecting rod journal 23 is within the crankcase 11. Both the first main journal 24 and the second main journal 25 are rotatably installed in the crankcase 11, and the structures of the first main journal 24 and the second main journal 25 are the same, that is, the structural dimensions, contour shapes, etc. of the first main journal 24 and the second main journal 25 are the same. Since the structures of the first main journal 24 and the second main journal 25 are the same, the installation structures provided in the crankcase 11 for adaptively installing the first main journal 24 and the second main journal 25 are the same. And since the structures of the first output end 21 and the second output end 22 are the same, therefore, the crankshaft 20 does not need to distinguish the assembly direction on the crankcase 11, that is, the assembly directions of the first main journal 24 and the second main journal 25 can be placed arbitrarily, and the assembly can be successfully completed. The positioning and anti-fooling are not required during the assembly process, and the design structure of the crankcase 11 is simplified, that is, the structure of the crankcase 11 is simple, the crankcase 11 is easy to be manufactured and formed, and the assembly process of the crankshaft 20 on the crankcase 11 is simple and the assembly efficiency is high.

[0038] In each internal combustion engine 100 of the internal combustion engine system in the embodiment of the present application, both the first main journal 24 and the second main journal 25 are rotatably assembled on the crankcase 11 through bearings. Generally, sliding bearings (commonly known as bearing shells) are used for assembly. The bearing shells are fixedly assembled with the crankcase 11, and the first main journal 24 and the bearing shells, and the second main journal 25 and the bearing shells are rotatably assembled. As Figure 16 and Figure 25 shown, lubricating oil is supplied through the oil passage 27 opened on the crankshaft 20, so as to form an oil film between the bearing shells, the first main journal 24 and the second main journal 25 to achieve lubrication, reduce friction and wear. Of course, in the internal combustion engine 100 with a small displacement, the first main journal 24 and the second main journal 25 can also be rotatably assembled on the crankcase 11 through rolling bearings.

[0039] In each internal combustion engine 100 of the internal combustion engine system provided in the embodiment of the present application, as Figure 18 and Figure 19As shown, the internal combustion engine 100 further includes a flywheel 50. The flywheel 50 is mounted on the first output end 21 and / or the second output end 22, and rotates synchronously with the crankshaft 20. During the operation of the internal combustion engine 100, the thermal energy generated by the combustion of the air-fuel mixture is converted into the mechanical energy of the synchronous rotation of the crankshaft 20 and the flywheel 50. Moreover, the main function of the flywheel 50 is to store a part of the energy in the power stroke of the engine and release the energy in other strokes (such as intake, compression, and exhaust) to balance the rotational speed fluctuation of the crankshaft 20 of the engine. For example: in a four-stroke engine, only the power stroke generates power, while the other three strokes consume energy. The flywheel 50 enables the crankshaft 20 to rotate smoothly by storing and releasing energy; in a two-stroke engine, the flywheel 50 also stores a part of the energy generated by the power stroke and releases the energy during the intake, compression, and exhaust processes.

[0040] As Figure 18 shown, in the internal combustion engine system of some embodiments, each internal combustion engine 100 is only provided with one flywheel 50. The flywheel 50 is fixedly mounted on the first output end 21 or the second output end 22, and the flywheel 50 is located outside the crankcase 11. As Figure 19 shown, in other embodiments, the internal combustion engine 100 is provided with two flywheels 50. The two flywheels 50 are respectively fixedly mounted on the first output end 21 and the second output end 22, and both of the two flywheels 50 are located outside the crankcase 11. Compared with only providing one flywheel 50, providing two flywheels 50 can store the energy in the work done by the internal combustion engine in the flywheels 50 at both ends of the crankshaft 20, so that the energy can be released more smoothly during the intake, compression, and exhaust processes, significantly balancing the rotational speed fluctuation of the crankshaft 20 and enabling the crankshaft 20 to rotate more smoothly.

[0041] Take the application of the internal combustion engine system on a vehicle to output driving torque as an example. When each internal combustion engine 100 of the internal combustion engine system is only provided with one flywheel 50, that is, the internal combustion engine system is only provided with one flywheel 50, the flywheel 50 is connected to the transmission system through a clutch, so as to transmit the driving torque output by the crankshaft 20 to the gearbox, and then the driving torque is transmitted to the tires, so as to drive the vehicle to run. When the internal combustion engine 100 is provided with two flywheels 50, the flywheel 50 of the internal combustion engine 100 at the head end of the internal combustion engine system is connected to the transmission system through a clutch, so as to transmit the driving torque output by the crankshaft 20 to the gearbox, and then the driving torque is transmitted to the tires, so as to drive the vehicle to run. The flywheel 50 of the internal combustion engine 100 at the end of the internal combustion engine system can also be connected to the transmission system through a clutch to transmit the driving torque output by the crankshaft to the rotor of the generator of the electric drive system for power generation. During the operation of the internal combustion engine 100, since the flywheel 50 stores sufficient energy, therefore, the energy stored in the flywheel 50 can not only provide sufficient energy during the intake, compression and exhaust processes of consuming energy, but also provide sufficient energy to the running system and / or the electric drive system, so that the vehicle can always maintain sufficient driving power when the internal combustion engine is in non-working processes such as intake, compression and exhaust.

[0042] In some embodiments of the present application, when one of the first output end 21 and the second output end 22 of the internal combustion engine system is connected to the rotor of the generator for power generation, and the generator is electrically connected to the battery pack to store the electric energy generated by the generator for standby. Thus, when the internal combustion engine system needs to start from a stationary state, the battery pack can generate electricity for the generator, that is, the generator is used as a motor at this time to drive the rotor of the generator to rotate, and then the rotor drives all the crankshafts 20 to rotate. The rotating crankshaft 20 drives the connecting rod structure 30 and the piston 40 to move, and at the same time, injects the oil-gas mixture into the cylinder chamber 121 and ignites (or compresses and ignites) the oil-gas mixture to complete the starting work.

[0043] In some other embodiments of the present application, such as Figure 18 and Figure 19As shown, the internal combustion engine system further includes a starting motor 60 and a transmission structure 70. The transmission structure 70 has an input portion 71 and an output gear 72. The starting motor 60 has an output rotating shaft 61, and the output rotating shaft 61 is drivingly connected to the input portion 71. Moreover, a starting gear 51 is provided on the flywheel 50 of one of the internal combustion engines 100 at the head or the end in the internal combustion engine system. The output gear 72 meshes with the starting gear 51. The starting motor 60 is powered by a battery pack to drive the output rotating shaft 61 to rotate, so that the starting torque is output and transmitted to the input portion 71 of the transmission structure 70. And the starting torque is transmitted to the starting gear 51 through the output gear 72. And the tooth number ratio of the output gear 72 to the starting gear 51 is less than 1. By reducing speed and increasing torque, the flywheel 50 is rotated, and the crankshaft 20 rotates synchronously. The rotated crankshaft 20 drives the connecting rod structure 30 and the piston 40 to move. At the same time, the oil-gas mixture is injected into the cylinder chamber 121 and ignited (or compression-ignited), and the starting work is completed. In the internal combustion engine 100 of the embodiment of the present application, the starting gear 51 is provided on the circumferential top wall of the flywheel 50.

[0044] A connecting rod journal 23 is provided on the crankshaft 20 of each internal combustion engine 100 in the internal combustion engine system. And, as Figure 11 、 Figure 13 shown, the piston 40 has a bottom dead center 42 close to the crankshaft 20 and a top dead center 41 far from the crankshaft 20 in the cylinder chamber 121. That is to say, the piston 40 reciprocates between the top dead center 41 and the bottom dead center 42 in the cylinder chamber 121, converts the thermal energy generated by burning the oil-gas mixture into the rotational mechanical energy of the crankshaft 20, and outputs the driving torque outward through the first output end 21 and / or the second output end 22.

[0045] In the internal combustion engine system of some embodiments of the present application, each internal combustion engine 100 has a cylinder chamber 121 provided in the cylinder block 12. And, as Figures 14 to 16As shown, the crankshaft 20 is provided with a connecting rod journal 23. Moreover, the connecting rod structure 30 is provided with a crankshaft connecting portion 31 and a connecting rod arm 32 connected to the crankshaft connecting portion 31. One end of the connecting rod arm 32 away from the crankshaft connecting portion 31 is provided with a piston connecting portion 321. The piston 40 reciprocates once between the top dead center 41 and the bottom dead center 42 to complete a working cycle, that is, the piston 40 completes four processes of intake, compression, power generation, and exhaust within two strokes (the crankshaft 20 rotates one circle) of movement in the cylinder chamber 121. This internal combustion engine 100 is a single-cylinder two-stroke engine. In this embodiment, the end of the connecting rod arm 32 away from the crankshaft connecting portion 31 is called the small end of the connecting rod, and the crankshaft connecting portion 31 of the connecting rod structure 30 is called the big end of the connecting rod. The small end of the connecting rod and the piston 40 are rotationally assembled through a piston pin, and the big end of the connecting rod and the connecting rod journal 23 of the crankshaft 20 are rotationally assembled through a bearing shell. Thus, during the movement of the internal combustion engine 100, adaptive relative rotation can be achieved between the small end of the connecting rod and the piston 40, and between the big end of the connecting rod and the connecting rod journal 23 of the crankshaft 20, reducing the working stress on the connecting rod arm 32 from the connecting rod journal 23 or the piston 40 during movement and ensuring a balanced and stable movement process.

[0046] Alternatively, in the double-cylinder two-stroke engine of the present application, the crankshaft connecting portion 31 is assembled with the connecting rod journal 23 using a Scotch yoke structure. Specifically, as Figure 17 and Figure 21 shown, the crankshaft connecting portion 31 includes a frame base 311 and a slider 312. A connecting rod arm 32 is fixedly connected to the frame base 311. The frame base 311 is provided with a sliding straight groove 3111. The slider 312 is slidably installed in the sliding straight groove 3111. The connecting rod journal 23 is rotatably installed on the slider 312 through a bearing shell. Therefore, the internal combustion engine 100 of this embodiment is also called a double-cylinder Scotch yoke two-stroke engine. Of course, the crankshaft connecting portion 31 of the single-cylinder two-stroke engine can also be assembled with the connecting rod journal 23 using a Scotch yoke structure, which will not be elaborated here.

[0047] In the internal combustion engine system of some other embodiments of the present application, the cylinder block 12 of each internal combustion engine 100 is provided with two opposed cylinder chambers 121, as Figures 1 to 9 , Figure 11 , Figure 13 and Figure 17 shown, and, as Figures 14 to 16As shown, the crankshaft 20 is provided with a connecting rod journal 23. The connecting rod structure 30 is provided with a crankshaft connecting portion 31 and two connecting rod arms 32 that are connected to the crankshaft connecting portion 31 and extend away from each other. At the ends of the two connecting rod arms 32 away from the crankshaft connecting portion 31, there are piston connecting portions 321. The piston 40 reciprocates twice between the top dead center 41 and the bottom dead center 42 to complete one working cycle, that is, the piston 40 completes the four processes of intake, compression, power generation, and exhaust within four strokes (the crankshaft 20 rotates two circles) of movement in the cylinder chamber 121. The piston 40 completes one of the processes when it moves one stroke. This internal combustion engine 100 is a horizontally opposed twin-cylinder four-stroke engine. Moreover, this internal combustion engine 100 further includes a cylinder head 13. The cylinder head 13 covers the side of the cylinder block 12 away from the crankshaft housing 11, thereby sealing the cylinder chamber 121. When the piston 40 moves to the top dead center 41, the inner wall of the cylinder head 13, the top wall of the piston 40, and the corresponding inner wall of the cylinder chamber 121 form a combustion chamber for the air-fuel mixture. And, as Figure 1 , Figure 9 , Figure 13 and Figure 20 shown, the cylinder head 13 is provided with an intake passage 131 and an exhaust passage 132 that communicate with the cylinder chamber 121. During the intake process, the air-fuel mixture enters the cylinder chamber 121 from the intake passage 131, and at this time the exhaust passage 132 is closed; during the exhaust process, the burned exhaust gas is discharged from the exhaust passage 132 out of the cylinder chamber 121, and at this time the intake passage 131 is closed. In the internal combustion engine 100 of this embodiment, the crankshaft connecting portion 31 is assembled with the connecting rod journal 23 using a Scotch yoke structure. Specifically, as Figure 17 and Figure 21 shown, the crankshaft connecting portion 31 includes a frame base 311 and a slider 312. The two connecting rod arms 32 are fixedly connected to the frame base 311 and the extending directions of the two connecting rod arms 32 are opposite. The frame base 311 is provided with a sliding straight groove 3111. The slider 312 can be slidably installed in the sliding straight groove 3111, and the connecting rod journal 23 can be rotatably installed in the slider 312. Therefore, the internal combustion engine 100 of this embodiment is also called a horizontally opposed four-cylinder Scotch yoke four-stroke engine.

[0048] In the internal combustion engine system provided in some other embodiments of the present application, as Figures 21 to 25As shown, the crankshaft 20 of each internal combustion engine 100 is provided with a plurality of connecting rod journals 23 and crankshaft journals 28 located between two adjacent connecting rod journals 23. The cylinder block 12 is provided with a plurality of cylinder chambers 121. The crankshaft journal 28 is rotatably installed in the crankcase 11. Moreover, the piston 40 has a bottom dead center 42 close to the crankshaft 20 and a top dead center 41 far from the crankshaft 20 in the cylinder chamber 121. The piston 40 reciprocates twice between the top dead center 41 and the bottom dead center 42 to complete a working cycle, that is, the piston 40 completes the four processes of intake, compression, power generation, and exhaust within four strokes (the crankshaft 20 rotates two circles) of movement in the cylinder chamber 121. The piston 40 completes one of the processes during one stroke of movement. This internal combustion engine 100 is a multi-cylinder engine. A multi-cylinder engine is an engine with a relatively large displacement, and the output driving rotation is correspondingly large (that is, the driving force is stronger). This internal combustion engine 100 can be designed as an in-line multi-cylinder engine, a horizontally opposed multi-cylinder engine, a V-type multi-cylinder engine, or a W-type multi-cylinder engine.

[0049] When each internal combustion engine 100 of the internal combustion engine system is designed as an in-line multi-cylinder engine, at this time, a plurality of connecting rod journals 23 are arranged in one-to-one correspondence with a plurality of cylinder chambers 121. Moreover, the end of the connecting rod arm 32 far from the crankshaft connection part 31 is called the small end of the connecting rod, and the crankshaft connection part 31 of the connecting rod structure 30 is called the big end of the connecting rod. The small end of the connecting rod and the piston 40 are rotationally assembled through a piston pin, and the big end of the connecting rod and the connecting rod journal 23 of the crankshaft 20 are rotationally assembled through a bearing bush. In this way, during the movement of the internal combustion engine 100, adaptive relative rotation can be achieved between the small end of the connecting rod and the piston 40, and between the big end of the connecting rod and the connecting rod journal 23 of the crankshaft 20, reducing the working stress on the connecting rod arm 32 from the connecting rod journal 23 or the piston 40 during the movement process, and ensuring the balance and stability of the movement process. Moreover, the ignition (compression ignition) sequence of the air-fuel mixture in the cylinder chamber 121 of the in-line multi-cylinder engine is not sequential ignition (compression ignition), but an intermittent ignition (compression ignition) method. Taking the in-line four-cylinder engine as an example, the ignition (compression ignition) sequence of the fuel mixture in the four cylinder chambers 121 is 1, 3 and 2, 4, that is, the fuel mixture in the first cylinder chamber 121 and the third cylinder chamber 121 in the in-line four cylinder chambers 121 is ignited (compression ignited) simultaneously, and the fuel mixture in the second cylinder chamber 121 and the fourth cylinder chamber 121 is ignited (compression ignited) simultaneously. That is to say, when the two pistons 40 corresponding to the 1, 3 cylinders both move to the top dead center 41, the two pistons 40 corresponding to the 2, 4 cylinders both move to the bottom dead center 42; or when the two pistons 40 corresponding to the 1, 3 cylinders both move to the bottom dead center 42, the two pistons 40 corresponding to the 2, 4 cylinders both move to the top dead center 41. In this way, the overall overturning torque of the internal combustion engine 100 can be effectively reduced, and the main vibration frequency of the engine can be reduced, which is beneficial to maintaining the overall balance of the engine.

[0050] In the in-line multi-cylinder engine according to the embodiment of the present application, the cylinder block 12 is provided with two juxtaposed cylinder chambers 121, that is, an in-line two-cylinder engine, which is a small-displacement engine. At this time, as Figures 22 to 25 shown, the crankshaft 20 is provided with two connecting rod journals 23 and one crankshaft journal 28, and the two connecting rod journals 23 are symmetrically arranged with respect to the midpoint of the crankshaft journal 28. Moreover, the air-fuel mixture in the two cylinder chambers 121 of the in-line two-cylinder engine is alternately ignited.

[0051] Of course, the in-line multi-cylinder engine according to the embodiment of the present application can also be an in-line three-cylinder engine, an in-line four-cylinder engine, etc., which is not uniquely limited herein.

[0052] When each internal combustion engine 100 of the internal combustion engine system is designed as a horizontally opposed multi-cylinder engine, at this time, a plurality of connecting rod journals 23 are arranged in one-to-one correspondence with a plurality of cylinder chambers 121. Moreover, the end of the connecting rod arm 32 far from the crankshaft connection portion 31 is called the small end of the connecting rod, and the crankshaft connection portion 31 of the connecting rod structure 30 is called the big end of the connecting rod. The small end of the connecting rod and the piston 40 are rotationally assembled through a piston pin, and the big end of the connecting rod and the connecting rod journal 23 of the crankshaft 20 are rotationally assembled through a bearing bush. In this way, during the movement of the internal combustion engine 100, adaptive relative rotation can be achieved between the small end of the connecting rod and the piston 40, and between the big end of the connecting rod and the connecting rod journal 23 of the crankshaft 20, reducing the working stress on the connecting rod arm 32 from the connecting rod journal 23 or the piston 40 during the movement, and ensuring the balance and stability of the movement process. Taking the horizontally opposed four-cylinder engine as an example, the ignition (compression ignition) sequence of the air-fuel mixture in the cylinder chambers 121 of the horizontally opposed four-cylinder engine is 1, 4 and 2, 3. Among them, the numbers of the two juxtaposed cylinder chambers 121 on one side of the horizontally opposed four-cylinder engine are 1, 2, and the numbers of the two juxtaposed cylinder chambers 121 on the other side are 3, 4. Moreover, the two cylinder chambers 121 of 1, 3 are arranged opposite or diagonally adjacent, and the two cylinder chambers 121 of 2, 4 are arranged opposite or diagonally adjacent. That is to say, when the two pistons 40 corresponding to the 1, 4 cylinders both move to the top dead center 41, then the two pistons 40 corresponding to the 2, 3 cylinders both move to the bottom dead center 42; or when the two pistons 40 corresponding to the 1, 4 cylinders both move to the bottom dead center 42, then the two pistons 40 corresponding to the 2, 3 cylinders both move to the top dead center 41. In this way, the overall overturning torque of the internal combustion engine 100 can be effectively reduced, the main vibration frequency of the engine can be reduced, and it is beneficial to maintain the overall balance of the engine.

[0053] Of course, the horizontally opposed multi-cylinder engine according to the embodiment of the present application can also be a horizontally opposed six-cylinder engine, a horizontally opposed eight-cylinder engine, etc., which is not uniquely limited herein.

[0054] Alternatively, in each internal combustion engine 100 of the internal combustion engine systems according to other embodiments of the present application, as Figure 21 shown, the cylinder block 12 is provided with four cylinder chambers 121, and the four cylinder chambers 121 are symmetrically arranged with respect to the axis of the crankshaft journal 28. Further, the internal combustion engine 100 includes two connecting rod structures 30. The connecting rod structure 30 is provided with a crankshaft connecting portion 31 and two connecting rod arms 32 that are connected to the crankshaft connecting portion 31 and extend away from each other. Piston connecting portions 321 are provided at the ends of the two connecting rod arms 32 that are away from the crankshaft connecting portion 31. That is to say, in the internal combustion engine 100 of this embodiment, one crankpin 23 corresponds to two opposed cylinder chambers 121. The two connecting rod arms 32 share a crankshaft connecting portion 31 to form the connecting rod structure 30. The end of the connecting rod arm 32 that is away from the crankshaft connecting portion 31 is called the small end of the connecting rod. The small end of the connecting rod and the piston 40 are rotationally assembled through a piston pin. Further, the crankshaft connecting portion 31 is assembled with the crankpin 23 by adopting a Scotch yoke structure. Specifically, as Figure 17 and Figure 21 shown, the crankshaft connecting portion 31 includes a frame base 311 and a slider 312. The two connecting rod arms 32 are fixedly connected to the frame base 311 and the extending directions of the two connecting rod arms 32 are opposite. The frame base 311 is provided with a sliding straight groove 3111. The slider 312 is slidably installed in the sliding straight groove 3111, and the crankpin 23 is rotatably installed in the slider 312. Therefore, the internal combustion engine 100 of this embodiment is also called a horizontally opposed four-cylinder Scotch yoke engine.

[0055] As Figure 12 , Figures 14 to 16 , Figures 21 to 25 shown, in each internal combustion engine 100 of the internal combustion engine system provided by the embodiments of the present application, the crankshaft 20 is further provided with a plurality of balance weights 26. The plurality of balance weights 26 are centrosymmetrically arranged with respect to the midpoint of the crankshaft journal 28. Further, the crankpin 23 and the balance weight 26 on the same side of the crankshaft journal 28 are respectively located on both sides of the central axis of the crankshaft 20. The main function of the balance weight 26 is to balance the rotational centrifugal force and its torque of the crankshaft 20, and sometimes can also balance the reciprocating inertia force and its torque of the connecting rod structure 30. By reasonably setting the balance weight 26, the load on the main bearings (i.e., the bearing bushes corresponding to the first main journal 24, the second main journal 25, and the crankshaft journal 28) can be reduced, so that the rotation of the crankshaft 20 is more stable, and thus the overall operation of the engine is more stable. On the crankshaft 20 of the internal combustion engine 100 provided by the embodiments of the present application, one crankpin 23 corresponds to two balance weights 26.

[0056] In each internal combustion engine 100 of the internal combustion engine system according to the embodiments of the present application, when the crankshaft connection portion 31 is assembled with the crankpin 23 by using a Scotch yoke structure, the crankpin 23 is rotationally assembled with the slider 312 through a sliding bearing (commonly known as a bearing shell). The bearing shell is fixedly assembled with the slider 312, and as Figure 17 shown, a guide rail 3112 is provided on the groove wall of the sliding straight groove 3111, and the slider 312 is provided with a guide groove adapted to the guide rail 3112. When the slider 312 reciprocates in the sliding straight groove 3111, the cooperation between the guide rail 3112 and the guide groove can improve the limiting effect of the frame base 311 on the slider 312. Moreover, the cooperation between the guide rail 3112 and the guide groove can also reduce the vibration influence caused by friction and assembly clearance, and improve the transmission efficiency. Specifically, guide rails 3112 are provided on opposite side walls of the sliding straight groove 3111, and guide grooves are provided on corresponding side walls of the slider 312. In addition, the crankpin 23 is provided with a first oil outlet flow channel communicating with the oil passage 27. The first oil outlet flow channel supplies lubricating oil to flow between the hole walls of the assembly hole of the crankpin 23 and the slider 312, so that an oil film is formed between the bearing shell and the crankpin 23 to achieve lubrication and reduce friction and wear. Further, the slider 312 is provided with a second oil outlet flow channel. The second oil outlet flow channel communicates with the guide groove, and the lubricating oil flowing between the hole walls of the assembly hole of the crankpin 23 and the slider 312 can flow through the second oil outlet flow channel to the guide groove, thereby lubricating the groove walls of the guide rail 3112 and the guide groove and reducing the friction and wear between the groove walls of the guide rail 3112 and the guide groove.

[0057] According to the second aspect of the present application, a ship is provided. The ship includes the internal combustion engine system as described above. The above internal combustion engine provided by the embodiments of the present application can be applied to the assembly production of speedboats, motorboats, small yachts, rowing boats on lakes, small freight ships, etc.

[0058] According to the third aspect of the present application, a vehicle is provided. The vehicle includes the internal combustion engine system as described above.

[0059] The above internal combustion engine system provided by the embodiments of the present application can be applied to the assembly production of vehicles, such as motorcycles or automobiles, especially range-extended electric vehicles. A range-extended electric vehicle (REEV) is a new energy vehicle that combines electric drive and internal combustion engine technology and adapts to the current development trend of new energy vehicles.

[0060] When the above internal combustion engine system is applied to the assembly production of range-extended vehicles, the displacement of each internal combustion engine 100 is small, and multiple internal combustion engines 100 are cascaded and assembled to meet the requirement of outputting the required driving torque. Since the structures of the first output end 21 and the second output end 22 are the same, that is, the structural dimensions and structural strengths of the first output end 21 and the second output end 22 are the same, the output efficiencies of the first output end 21 and the second output end 22, which are the output ends of the internal combustion engine system, for outputting the driving torque are consistent. Therefore, the internal combustion engine system can simultaneously output the same driving torque from both the first output end 21 and the second output end 22, enabling the internal combustion engine system to have the ability to output the driving torque to more working devices at the same time, and improving the adaptability of the internal combustion engine system to the development trend of the range-extended driving mode. That is to say, the internal combustion engine system can select one of the first output end 21 and the second output end 22 to directly output the driving torque for driving the running system, and can also use the other of the first output end 21 and the second output end 22 to output the driving torque to the electric drive system to generate electric energy.

[0061] In a range-extended vehicle, when the battery pack of the electric drive system has sufficient power, the vehicle relies entirely on the electric energy stored in the battery, does not burn the air-fuel mixture, and provides power through the drive motor to achieve zero-emission pure electric drive. This mode is suitable for daily urban commuting, being environmentally friendly and having rapid acceleration; when the battery pack of the electric drive system drops to the set threshold, the range extender starts (the range extender consists of an internal combustion engine system and a generator), and the first output end 21 of the internal combustion engine system drives the generator to generate electricity. The electric energy is used to drive the vehicle on the one hand and charge the battery pack on the other hand; when the power demand on the road surface is large, the battery pack and the range extender work together, and the second output end 22 of the internal combustion engine system in the embodiment of the present application directly transmits power to the gearbox through the clutch and the transmission system to directly drive the running system, that is, the electric drive system and the mechanical drive are connected to drive the running system simultaneously, so as to provide sufficient power.

[0062] According to the fourth aspect of the present application, an aircraft is provided. The aircraft includes the internal combustion engine system as described above. The aircraft in the embodiment of the present application is a small aircraft, such as a small helicopter (which can be a manned helicopter or an unmanned helicopter, especially an unmanned helicopter for carrying goods), a quadrotor UAV, a fixed-wing UAV, etc.

[0063] When the aircraft in the embodiment of the present application is a helicopter, since the first output end 21 and the second output end 22, which are the output ends of the internal combustion engine system, have the same structure, that is, the structural dimensions and structural strengths of the first output end 21 and the second output end 22 are the same, the output efficiencies of the first output end 21 and the second output end 22 for outputting driving torque are consistent. Therefore, the internal combustion engine system can output the same driving torque simultaneously through both the first output end 21 and the second output end 22. At this time, one of the first output end 21 and the second output end 22 is used to drive the main propeller, and the other of the first output end 21 and the second output end 22 is used to drive the tail rotor. Taking the first output end 21 driving the main propeller and the second output end 22 driving the tail rotor as an example, the first output end 21 and the main propeller are connected through a clutch and a coaxial transmission device, so as to transmit the driving torque output by the first output end 21 and drive the main propeller to rotate. The second output end 22 and the tail rotor are connected through a clutch and a transmission structure, so as to transmit the driving torque output by the second output end 22 and drive the tail rotor to rotate.

[0064] When the aircraft in the embodiment of the present application is a quadrotor UAV, a hybrid drive mode of electric start and fuel push is adopted to achieve the purpose of saving fuel. Specifically, electric start means that the rotor is driven by electricity to achieve vertical takeoff, and fuel push means that the driving torque is directly output by the internal combustion engine system to drive the rotor to rotate to achieve flight. Since the first output end 21 and the second output end 22 have the same structure, that is, the structural dimensions and structural strengths of the first output end 21 and the second output end 22 are the same, the output efficiencies of the first output end 21 and the second output end 22 for outputting driving torque are consistent, and the internal combustion engine system can output the same driving torque simultaneously through both the first output end 21 and the second output end 22.

[0065] When the aircraft in the embodiment of the present application is a fixed-wing UAV, it can be driven by the way of directly outputting the driving torque by the internal combustion engine 100, or by using the internal combustion engine system to drive the generator to generate electricity and then driving it purely electrically, or by a hybrid drive mode combining the way of directly outputting torque and the electric drive mode. Refer to the above description and details will not be repeated here.

[0066] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An internal combustion engine system, characterized in that: comprising a plurality of internal combustion engines, The internal combustion engine includes a crankshaft, which is provided with a first output end and a second output end. The first output end and the second output end have the same structure and extend in opposite directions. Between two adjacent internal combustion engines, the first output end of one of the internal combustion engines is connected to the second output end of the other internal combustion engine so that the two crankshafts rotate synchronously.

2. The internal combustion engine system according to claim 1, characterized in that: The internal combustion engine system also includes a first adapter device, between two adjacent internal combustion engines, wherein the central axis of the crankshaft of one of the internal combustion engines is coaxially arranged with the central axis of the crankshaft of the other internal combustion engine, and the first output end of one of the internal combustion engines is connected to the second output end of the other internal combustion engine through the first adapter device.

3. The internal combustion engine system according to claim 1 or 2, characterized in that: The internal combustion engine system also includes a second adapter device, between two adjacent internal combustion engines, wherein the central axis of the crankshaft of one of the internal combustion engines is parallel to the central axis of the crankshaft of the other internal combustion engine, and the first output end of one of the internal combustion engines is connected to the second output end of the other internal combustion engine via the second adapter device.

4. The internal combustion engine system according to claim 1, characterized in that: The crankshaft is further provided with a first main journal, a second main journal and at least one connecting rod journal, the first output end is connected to the first main journal, the second output end is connected to the second main journal, the connecting rod journal is located between the first main journal and the second main journal, and the first main journal and the second main journal have the same structure; The internal combustion engine comprises: A cylinder block assembly, comprising a crankcase and a cylinder block, wherein the cylinder block is provided with a cylinder chamber, the cylinder chamber is communicated with the crankcase, the first main journal and the second main journal are both rotatably mounted on the crankcase, and the connecting rod journal is located inside the crankcase; A connecting rod structure, comprising a crankshaft connecting portion and a piston connecting portion, wherein the crankshaft connecting portion is rotatably connected to the connecting rod journal, and the piston connecting portion extends into the cylinder chamber; The piston is slidably mounted in the cylinder chamber, and the piston connecting portion is connected to the piston.

5. The internal combustion engine system according to claim 4, characterized in that The internal combustion engine further comprises a flywheel, the first output end and / or the second output end is equipped with the flywheel, and the flywheel rotates synchronously with the crankshaft.

6. The internal combustion engine system according to any one of claims 4 to 5, characterized in that: The crankshaft is provided with a connecting rod journal, and the piston has a bottom dead center close to the crankshaft and a top dead center far from the crankshaft in the cylinder chamber; The cylinder block is provided with a cylinder chamber, the connecting rod structure is provided with a crankshaft connection part and a connecting rod arm connected to the crankshaft connection part, the connecting rod arm has a piston connection part at one end away from the crankshaft connection part, and the piston reciprocates once between the top dead center and the bottom dead center to complete a working cycle; or, the cylinder block is provided with two cylinder chambers facing each other, the connecting rod structure is provided with a crankshaft connection part and two connecting rod arms connected to the crankshaft connection part and extending in opposite directions, the two connecting rod arms have a piston connection part at one end away from the crankshaft connection part, and the piston reciprocates twice between the top dead center and the bottom dead center to complete a working cycle.

7. The internal combustion engine system according to any one of claims 4 to 5, characterized in that: The crankshaft is provided with a plurality of connecting rod journals and a crankshaft journal located between two adjacent connecting rod journals, the cylinder block is provided with a plurality of cylinder chambers, the crankshaft journals are rotatably mounted on the crankcase, the piston has a bottom dead center close to the crankshaft and a top dead center away from the crankshaft in the cylinder chamber, and the piston reciprocates twice between the top dead center and the bottom dead center to complete a working cycle.

8. The internal combustion engine system according to claim 7, characterized in that The crankshaft is provided with two connecting rod journals and one crankshaft journal, and the two connecting rod journals are centrally symmetrically arranged relative to the midpoint of the crankshaft journal; The cylinder block is provided with two parallel cylinder chambers; or, the cylinder block is provided with four cylinder chambers, the four cylinder chambers are symmetrically arranged relative to the axis of the crankshaft journal, and the internal combustion engine includes two connecting rod structures, the connecting rod structure is provided with a crankshaft connecting part and two connecting rod arms connected to the crankshaft connecting part and extending in opposite directions, and the piston connecting part is provided at one end of the two connecting rod arms away from the crankshaft connecting part.

9. The internal combustion engine system according to claim 8, characterized in that The crankshaft is also provided with a plurality of balancing weights, which are centrally symmetrically arranged relative to the midpoint of the crankshaft journal, and the connecting rod journal and the balancing weights located on the same side of the crankshaft journal are respectively located on both sides of the central axis of the crankshaft.

10. The internal combustion engine system according to any one of claims 4 to 5, characterized in that: The crankshaft connecting part comprises a frame base and a sliding block. The frame base is provided with a sliding straight groove. The sliding block can be slidably installed in the sliding straight groove. The connecting rod journal can be rotatably installed on the sliding block.

11. The internal combustion engine system according to claim 10, characterized in that The groove wall of the sliding straight groove is provided with a guide rail, and the sliding block is provided with a guide groove matched with the guide rail.

12. A ship, characterized in that: Comprising the internal combustion engine system according to any one of claims 1-10.

13. A vehicle, characterized in that: Comprising the internal combustion engine system according to any one of claims 1-12.

14. An aircraft, characterized in that: Comprising the internal combustion engine system according to any one of claims 1-12.

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