Scotch yoke internal combustion engine, vehicle, ship and aircraft

Abstract

The invention belongs to the technical field of internal combustion engines, and particularly relates to a Scotch yoke internal combustion engine, a vehicle, a ship and an aircraft. Wherein the Scotch yoke internal combustion engine comprises a crankshaft provided with at least one connecting rod journal; the connecting rod is provided with a crankshaft connecting part, and the crankshaft connecting part is provided with a sliding groove; the sliding block is arranged in the sliding groove in a sliding manner; the first rolling bearing is mounted in the mounting hole of the sliding block, and the connecting rod journal is rotatably connected with the sliding block through the first rolling bearing; the two second rolling bearings are installed on the two sides, in the sliding direction of the sliding block in the sliding groove, of the sliding block correspondingly, and the sliding block is installed in the sliding groove in a sliding mode through the two second rolling bearings. According to the technical scheme, the problem of dry abrasion between the bearing bush and the connecting rod journal and between the sliding block and the connecting rod when the Scotch yoke internal combustion engine does not have the forced lubrication condition is solved.

Description

Technical Field

[0001] The present application belongs to the technical field of internal combustion engines, and in particular relates to a Scotch yoke internal combustion engine, a vehicle, a ship and an aircraft. Background Art

[0002] In related technologies, combined Figure 1 As shown, in a Scotch yoke internal combustion engine, a connecting rod 20′ performs horizontal reciprocating linear motion with the piston. The crankshaft connection formed by the two connecting rods 20′ has a sliding groove 211′. A slider 30′ slides in the sliding groove 211′ and performs vertical reciprocating linear motion. The crankshaft's connecting rod journal 11′ is rotatably mounted on the slider 30′, and a bearing 26′ is used to sleeve the connecting rod journal 11′. This converts the linear motion of the connecting rod 20′ into rotational motion of the connecting rod journal 11′, i.e., rotational motion of the crankshaft and output power. When the connecting rod 20′ moves horizontally to the left, the right side wall of the sliding groove 211′ pushes the slider 30′ to move synchronously to the left. The slider 30′ abuts the right side wall of the sliding groove 211′ and slides vertically relative to the right side wall of the sliding groove 211′, causing friction between the slider 30′ and the right side wall of the sliding groove 211′. When the connecting rod 20′ moves horizontally to the right, the left groove wall of the sliding groove 211′ pushes the slider 30′ to move to the right synchronously, and the slider 30′ abuts against the left groove wall of the sliding groove 211′, and at the same time slides in the vertical direction relative to the left groove wall of the sliding groove 211′, and the slider 30′ rubs against the left groove wall of the sliding groove 211′.

[0003] Due to the reciprocating movement of the slider 30′ and the connecting rod 20′, the friction pair between the slider 30′ and the wall of the sliding groove 211′ slides back and forth, and the two sides of the slider 30′ bear the load alternately. The oil film gap between the slider 30′ and the wall of the sliding groove 211′ changes continuously, and the normal load borne by the oil film changes dramatically. It is difficult to establish a stable and reliable oil film, which makes the slider 30′ easy to wear.

[0004] In addition, the oil between the crankshaft connecting rod journal 11′ and the slider 30′ used to lubricate the bearing 26′ must maintain an oil pressure within a predetermined range to achieve a stable and reliable lubrication effect. Once the oil pressure fails, it will lead to lubrication failure. At this time, there is no forced lubrication condition, and dry wear occurs between the bearing 26′ and the connecting rod journal 11′, and between the slider 30′ and the connecting rod 20′. Summary of the Invention

[0005] The purpose of the present application is to provide a Scotch yoke internal combustion engine, vehicle, ship and aircraft, aiming to solve the problem of dry friction and wear between the bearing and the connecting rod journal, and the slider and the connecting rod of the Scotch yoke internal combustion engine when there is no forced lubrication condition.

[0006] To achieve the above-mentioned purpose, according to the first aspect of the present application, the technical solution adopted in the present application is: a Scotch yoke internal combustion engine, comprising:

[0007] a crankshaft provided with at least one connecting rod journal;

[0008] The connecting rod is provided with a crankshaft connecting portion, and the crankshaft connecting portion is provided with a sliding groove;

[0009] A slider, slidably arranged in the sliding groove;

[0010] a first rolling bearing mounted in the mounting hole of the slider, wherein the connecting rod journal and the slider are rotatably connected via the first rolling bearing;

[0011] The two second rolling bearings are respectively installed on both sides of the slider along the sliding direction of the slider in the sliding groove. The slider is slidably installed in the sliding groove through the two second rolling bearings.

[0012] In some embodiments of the present application, the first rolling bearing includes a complete circular bearing ring and multiple first rollers. The multiple first rollers are rotatably mounted on the bearing ring, and the multiple first rollers are in rolling contact with the connecting rod journal and the mounting hole wall of the slider.

[0013] In some embodiments of the present application, the first rolling bearing includes two half bearings connected to each other, the half bearings include a second arc-shaped plate and a plurality of first rollers, the two second arc-shaped plates are connected to each other to form a complete circular bearing ring, the plurality of first rollers can be rotatably mounted on the second arc-shaped plate, and the plurality of first rollers are in rolling contact with the connecting rod journal and the mounting hole wall of the slider.

[0014] In some embodiments of the present application, the slider includes a first sub-block and a second sub-block, the first sub-block is docked with the second sub-block and fixedly connected, and the two half-bearings are fixedly connected to the first sub-block and the second sub-block respectively in a one-to-one correspondence.

[0015] In some embodiments of the present application, a first gap for accommodating a lubricating medium is provided between the bearing ring and the wall of the mounting hole of the slider.

[0016] In some embodiments of the present application, the second rolling bearing includes a first fixed plate, a second fixed plate and a plurality of second rollers, the first fixed plate is fixedly connected to the slider, the second fixed plate is fixed to the first fixed plate by clamping, the plurality of second rollers are rotatably mounted on the second fixed plate, and the plurality of second rollers are in rolling contact with the groove wall of the sliding groove.

[0017] In some embodiments of the present application, a second gap for accommodating a lubricating medium is provided between the first fixing plate and the second fixing plate.

[0018] In some embodiments of the present application, the crankshaft is provided with a first flow channel, and the first flow channel is connected between the connecting rod journal and the first rolling bearing.

[0019] In some embodiments of the present application, the bearing ring is provided with a second flow channel, one end of the second flow channel is connected to the first gap, and the other end of the second flow channel is opposite to and connected to the port of the first flow channel.

[0020] In some embodiments of the present application, the slider is provided with a fourth flow channel, the first fixed plate is provided with a fifth flow channel, one end of the fourth flow channel is connected to the first gap, and both ends of the fifth flow channel are respectively connected to the second gap and the other end of the fourth flow channel.

[0021] In some embodiments of the present application, the first rolling bearing also includes an outer ring, the bearing ring is embedded and fixed in the outer ring, a plurality of first rollers are in rolling contact with the connecting rod journal and the inner wall of the outer ring, the outer ring is fixedly installed in the mounting hole of the slider, and the outer ring is provided with a third flow channel, and the two ends of the third flow channel are respectively connected to the first gap and one end of the fourth flow channel.

[0022] In some embodiments of the present application, an annular groove is provided on the outer wall of the outer ring, and the third flow channel is connected to the annular groove.

[0023] In some embodiments of the present application, the connecting rod includes two connecting rod arms, each of which has a first end and a second end. The two first ends are assembled together to form a crankshaft connection portion, and the two second ends extend in opposite directions and are used to connect to the piston.

[0024] In some embodiments of the present application, a limiting groove is provided on the groove wall of the sliding groove, and the second rolling bearing is limited in the limiting groove.

[0025] According to a second aspect of the present application, a vehicle is provided, wherein the vehicle comprises the aforementioned Scotch yoke internal combustion engine.

[0026] According to a third aspect of the present application, a vessel is provided, wherein the vessel comprises the aforementioned Scotch yoke internal combustion engine.

[0027] According to a fourth aspect of the present application, an aircraft is provided, wherein the aircraft comprises the aforementioned Scotch yoke internal combustion engine.

[0028] This application has at least the following beneficial effects:

[0029] In the Scotch yoke internal combustion engine provided by the present application, the connecting rod journal of the crankshaft and the mounting hole wall of the slider are mounted through the first rolling bearing, and the slider is mounted with the second rolling bearing on both sides of the slider in the sliding direction of the sliding groove, wherein the connecting rod is provided with a crankshaft connecting part, the crankshaft connecting part is provided with a sliding groove, and the slider is slidingly arranged in the sliding groove. That is, the connecting rod journal of the crankshaft and the mounting hole wall of the slider are assembled through the first rolling bearing to realize rolling friction instead of sliding friction through the bearing bush assembly, and the side wall of the slider and the groove wall of the sliding groove are assembled through the second rolling bearing to realize rolling friction instead of surface contact sliding friction. In this way, even if there is a lack of lubricating medium between the connecting rod journal of the crankshaft and the mounting hole wall of the slider, the relative rotation state between the connecting rod journal and the slider can still be maintained through the first rolling bearing, and even if there is a lack of lubricating medium between the side wall of the slider and the groove wall of the sliding groove, the relative sliding state between the side wall of the slider and the groove wall of the sliding groove can still be maintained through the second rolling bearing. And under the mutual action of sufficient lubricating medium and the rolling friction mode of the first rolling bearing and the mutual action of sufficient lubricating medium and the rolling friction mode of the second rolling bearing, the smooth relative rotation between the slider and the connecting rod journal is always ensured to ensure the smooth relative sliding of the slider in the sliding groove. BRIEF DESCRIPTION OF DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required to be used in the embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0031] Figure 1 It is a partial cross-sectional view of the connecting rod, slider and crankshaft of the Scotch yoke internal combustion engine of the prior art.

[0032] Figure 2 It is an assembly structure schematic diagram of the connecting rod, slider, first rolling bearing, second rolling bearing, piston and cylinder block of the Scotch yoke internal combustion engine of the embodiment of the present application.

[0033] Figure 3 It is a partial cross-sectional view in the direction of A-A. Figure 2

[0034] Figure 4 It is an enlarged schematic view at B. Figure 3

[0035] Figure 5 It is an assembly structure schematic diagram of the first rolling bearing of the Scotch yoke internal combustion engine of the embodiment of the present application.

[0036] Figure 6 ​​A perspective schematic diagram of a Scotch yoke internal combustion engine according to an embodiment of the present application;

[0037] Figure 7 for Figure 6 A schematic front view of a Scotch yoke internal combustion engine is shown;

[0038] Figure 8 for Figure 7 A schematic top view of a Scotch yoke internal combustion engine is shown;

[0039] Figure 9 for Figure 7 A schematic left side view of a Scotch yoke internal combustion engine is shown;

[0040] Figure 10 for Figure 7 Schematic cross-sectional view in the CC direction;

[0041] Figure 11 for Figure 8 Schematic cross-sectional view in the middle DD direction;

[0042] Figure 12 for Figure 9 Schematic cross-sectional view in the EE direction;

[0043] Figure 13 This is a schematic diagram of the structure of the crankshaft of the Scotch yoke internal combustion engine of the embodiment of the present application. Figure 1 ;

[0044] Figure 14 This is a schematic diagram of the structure of the crankshaft of the Scotch yoke internal combustion engine of the embodiment of the present application. Figure 2 ;

[0045] Figure 15 for Figure 13 Schematic cross-sectional view in the FF direction.

[0046] Among them, the reference numerals in the figures are:

[0047] 10. Crankshaft; 11. Connecting rod journal; 12. First flow channel; 13. Main journal; 14. Counterweight;

[0048] 20. Connecting rod; 21. Crankshaft connecting portion; 211. Sliding groove; 212. Limiting groove; 22. Connecting rod arm; 221. First end; 222. Second end;

[0049] 30. Slider; 31. First sub-block; 32. Second sub-block; 33. Fourth flow channel;

[0050] 40. First rolling bearing; 41. Outer ring; 411. Ring groove; 42. Half bearing; 421. First curved plate; 422. Second curved plate; 423. First roller; 424. First gap; 425. Second flow channel; 426. Third flow channel; 43. Bearing ring;

[0051] 50. Second rolling bearing; 51. First fixing plate; 52. Second fixing plate; 53. Second roller; 54. Second gap; 55. Fifth flow channel;

[0052] 60. Piston;

[0053] 71. Crankcase; 72. Cylinder block; 721. Cylinder chamber; 722. Top dead center; 723. Bottom dead center; 73. Cylinder head; 731. Intake duct; 732. Exhaust duct. DETAILED DESCRIPTION

[0054] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0055] In the description of this application, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0056] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified with "first," "second," etc., may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0057] In this application, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components or interactions between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0058] like Figures 2 to 4 As shown, the Scotch yoke internal combustion engine provided by the embodiment of the present application includes a crankshaft 10, a connecting rod 20, a slider 30, a first rolling bearing 40 and two second rolling bearings 50. Figures 13 to 15 As shown, the crankshaft 10 is provided with at least one connecting rod journal 11. Figure 2 As shown, the connecting rod 20 is provided with a crankshaft connecting portion 21, the crankshaft connecting portion 21 is provided with a sliding groove 211, and the slider 30 is slidably arranged in the sliding groove 211. Figures 3 to 5 As shown, the first rolling bearing 40 is installed in the mounting hole of the slider 30, and the connecting rod journal 11 and the slider 30 are rotatably connected through the first rolling bearing 40. Figure 3 and Figure 4 As shown, two second rolling bearings 50 are respectively installed on both sides of the slider 30 along the sliding direction of the slider in the sliding groove 211 , and the slider 30 is slidably installed in the sliding groove 211 through the two second rolling bearings 50 .

[0059] In the Scotch yoke internal combustion engine provided in the present application, a first rolling bearing 40 is installed between the connecting rod journal 11 of the crankshaft 10 and the wall of the mounting hole of the slider 30, and second rolling bearings 50 are installed on both sides of the slider 30 along the sliding direction of the slider in the sliding groove 211. The connecting rod 20 is provided with a crankshaft connecting portion 21, and the crankshaft connecting portion 21 is provided with a sliding groove 211, and the slider 30 is slidably disposed in the sliding groove 211. In other words, the rolling friction between the connecting rod journal 11 of the crankshaft 10 and the wall of the mounting hole of the slider 30 is achieved by the first rolling bearing 40, replacing the sliding friction achieved by the bearing assembly, and the rolling friction between the side wall of the slider 30 and the groove wall of the sliding groove 211 is achieved by the second rolling bearing 50, replacing the surface contact sliding friction. In this way, even if there is a lack of lubricating medium between the connecting rod journal 11 of the crankshaft 10 and the wall of the mounting hole of the slider 30, the first rolling bearing 40 allows the connecting rod journal 11 and the slider 30 to maintain a smooth relative rotation state. Moreover, even if there is a lack of lubricating medium between the side wall of the slider 30 and the wall of the sliding groove 211, the second rolling bearing 50 allows the side wall of the slider 30 and the wall of the sliding groove 211 to maintain a smooth relative sliding state. Furthermore, under the interaction of sufficient lubricating medium with the rolling friction mode of the first rolling bearing 40 and the interaction of sufficient lubricating medium with the rolling friction mode of the second rolling bearing 50, it is ensured that the slider 30 and the connecting rod journal 11 always rotate smoothly relative to each other, thereby ensuring that the slider 30 always slides smoothly relative to each other in the sliding groove 211.

[0060] In the Scotch yoke internal combustion engine of some embodiments of the present application, the crankshaft 10 is further provided with a main journal 13 and a counterweight 14, wherein the main journal 13 and the counterweight 14 are manufactured as the first component of the crankshaft 10, and the connecting rod journal 11 is manufactured as the second component of the crankshaft 10, and one connecting rod journal 11 corresponds to two first components. The connecting rod journal 11 and the two first components are assembled and formed into the completed crankshaft 10 using a segmented assembly process. In this embodiment, the first rolling bearing 40 includes a full-circle bearing ring 43 and a plurality of first rollers 423, and the plurality of first rollers 423 are rotatably mounted on the bearing ring 43. The plurality of first rollers 423 are in rolling contact with the connecting rod journal 11 and the mounting hole wall of the slider 30, that is, the connecting rod journal 11 of the crankshaft 10 and the mounting hole wall of the slider 30 are assembled through the first rolling bearing 40. During assembly, the first rolling bearing 40 is fitted onto the connecting rod journal 11. The first rolling bearing 40 and the connecting rod journal 11 are then assembled into the mounting hole of the slider 30. The two first components are then positioned at either end of the connecting rod journal 11. The ends of the connecting rod journal 11 and the first components can be assembled using a splined fit, creating an interference fit. Furthermore, in this embodiment, the slider 30 is a single-piece unit with a mounting hole defined in its center.

[0061] In other embodiments of the Scotch yoke internal combustion engine of the present application, the crankshaft 10 is an integrally formed component, that is, the main journal 13, the balance weight 14 and the connecting rod journal 11 of the crankshaft 10 are integrally formed, for example, by forging. In this embodiment, in order to smoothly install the first rolling bearing 40 on the connecting rod journal 11, as shown in FIG. Figure 2 、 Figure 3 and Figure 5 As shown, the first rolling bearing 40 includes two half bearings 42 that are connected to each other. The two half bearings 42 are connected to each other to form a complete circular bearing, thereby clamping on the connecting rod journal 11. Figure 2 、 Figure 3 and Figure 5 As shown, each half-bearing 42 includes a second curved plate 422 and a plurality of first rollers 423. In each half-bearing 42, the plurality of first rollers 423 are rotatably mounted on the second curved plate 422. When the two half-bearings 42 are butt-jointed and clamped onto the connecting rod journal 11, the two second curved plates 422 connect to form a complete circular bearing ring 43. Furthermore, the plurality of first rollers 423 are in rolling contact with the walls of the mounting holes of the connecting rod journal 11 and the slider 30. This means that the plurality of first rollers 423 engage with the walls of the mounting holes of the connecting rod journal 11 and the slider 30 through rolling friction, significantly reducing the coefficient of friction between them.

[0062] In the following, other structural designs are described by taking the crankshaft 10 as an integrally formed component as an example.

[0063] In the Scotch yoke internal combustion engine provided in the embodiment of the present application, Figure 2 、 Figure 3 and Figure 12 As shown, the slider 30 includes a first sub-block 31 and a second sub-block 32. The first sub-block 31 and the second sub-block 32 are docked and fixedly connected. The two half-bearings 42 are fixedly connected to the first sub-block 31 and the second sub-block 32, respectively, in a one-to-one correspondence. That is, before the slider 30 is assembled to the connecting rod journal 11, the two half-bearings 42 are first mounted and fixed to the first sub-block 31 and the second sub-block 32, respectively. The first sub-block 31 and the second sub-block 32 are then docked and fixed via bolts. The two half-bearings 42 then dock together to form a complete circular bearing. Furthermore, before the slider 30 is assembled to the connecting rod journal 11, the two second rolling bearings 50 are also mounted and fixed to the side walls of the first sub-block 31 and the second sub-block 32, respectively.

[0064] like Figure 3 and Figure 4As shown, a first gap 424 for accommodating lubricating medium is defined between the bearing ring 43 and the wall of the mounting hole of the slider 30. That is, during normal operation of the Scotch yoke internal combustion engine, the first gap 424 between the first curved plate 421 and the second curved plate 422 is filled with lubricating medium, which constantly lubricates the first roller 423, ensuring that the first roller 423 maintains a smooth rolling state.

[0065] like Figure 3 and Figure 4 As shown, the second rolling bearing 50 includes a first fixing plate 51, a second fixing plate 52, and a plurality of second rollers 53. Before assembling the second rolling bearing 50 to the slider 30, the second rolling bearing 50 is first assembled. The second fixing plate 52 is snap-fitted to the first fixing plate 51, and the plurality of second rollers 53 are rotatably mounted on the second fixing plate 52. When the second rolling bearing 50 is assembled to the slider 30, the first fixing plate 51 is fixedly connected to the slider 30. Specifically, the first fixing plate 51 of one second rolling bearing 50 is fixedly mounted to the side wall of the first sub-block 31, and the first fixing plate 51 of the other second rolling bearing 50 is fixedly mounted to the side wall of the second sub-block 32. When the slider 30 is installed in the sliding groove 211, the plurality of second rollers 53 are in rolling contact with the groove wall of the sliding groove 211. This creates a rolling frictional engagement between the plurality of second rollers 53 and the groove wall of the sliding groove 211, significantly reducing the coefficient of friction between them.

[0066] like Figure 3 and Figure 4 As shown, a second gap 54 for accommodating a lubricating medium is defined between the first fixing plate 51 and the second fixing plate 52. That is, during normal operation of the Scotch yoke internal combustion engine, the second gap 54 between the first fixing plate 51 and the second fixing plate 52 is filled with the lubricating medium, which constantly lubricates the second roller 53, ensuring that the second roller 53 maintains a smooth rolling state.

[0067] In the Scotch yoke internal combustion engine, Figure 3 、 Figure 4 、 Figures 13 to 15 As shown, the crankshaft 10 is provided with a first flow passage 12, which is connected between the connecting rod journal 11 and the first rolling bearing 40. Thus, during operation of the Scotch yoke internal combustion engine, oil is pumped into the first flow passage 12 by the oil pump and delivered between the first rolling bearing 40 and the connecting rod journal 11, thereby lubricating the first roller 423. This ensures that the first roller 423 and the connecting rod journal 11 are lubricated effectively, allowing the two to rotate smoothly relative to each other at all times.

[0068] Specifically, such as Figures 3 to 5As shown, the second curved plate 422 is provided with a second flow channel 425 (i.e., the bearing ring 43 is provided with a second flow channel 425). One end of the second flow channel 425 is aligned with and connected to the first gap 424, while the other end of the second flow channel 425 is aligned with and connected to the port of the first flow channel 12. In other words, the oil flowing in the first flow channel 12 flows into the second flow channel 425, then flows into and fills the first gap 424. As a result, the oil constantly wets the first roller 423, maintaining a reliable oil film on the first roller 423. This ensures that the first roller 423 and the connecting rod journal 11 are always effectively lubricated. Furthermore, the rolling friction between the first roller 423 and the connecting rod journal 11 ensures smooth relative rotation between the first roller 423 and the connecting rod journal 11.

[0069] like Figure 3 and Figure 4 As shown, the slider 30 is provided with a fourth flow channel 33, and the first fixing plate 51 is provided with a fifth flow channel 55. One end of the fourth flow channel 33 is connected to the first gap 424, and both ends of the fifth flow channel 55 are respectively connected to the second gap 54 and the other end of the fourth flow channel 33. During normal operation of the Scotch yoke internal combustion engine, the oil that flows into and fills the first gap 424 will continue to flow into the fourth flow channel 33. The oil flowing in the fourth flow channel 33 will flow into the fifth flow channel 55, and then flow into and fill the second gap 54. As a result, the oil always soaks the second roller 53, that is, the second roller 53 is always covered with a reliable oil film. Therefore, the second roller 53 and the groove wall of the sliding groove 211 are always in an effectively lubricated state, so that the two can always slide smoothly relative to each other.

[0070] like Figure 3 and Figure 4 As shown, the first rolling bearing 40 also includes an outer ring 41. When the crankshaft 10 is assembled using a segmented assembly process, the outer ring 41 is a fully circular steel ring. The outer ring 41 is fixedly mounted in the mounting hole of the slider 30, and the bearing ring 43 is fixedly engaged in the outer ring 41. The multiple first rollers 423 are in rolling contact with the connecting rod journal 11 and the inner wall of the outer ring 41. When the crankshaft 10 is an integrally formed component, the outer ring 41 is formed by connecting two first curved plates 421 to form a complete circular steel ring. Two second curved plates 422 are fixedly secured to the two first curved plates 421 in a one-to-one fashion. The outer ring 41 is fixedly mounted in the mounting hole of the slider 30. Multiple first rollers 423 roll in contact with the connecting rod journal 11 and the inner wall of the outer ring 41. Furthermore, the first curved plate 421 is provided with a third flow channel 426 (i.e., the outer ring 41 is provided with the third flow channel 426). The ends of the third flow channel 426 are respectively connected to the first gap 424 and one end of the fourth flow channel 33. The outer ring 41 enhances the compactness and stability of the overall assembly of the first rolling bearing 40.

[0071] In order to improve the conveying efficiency of the machine oil to the second rolling bearing 50 and ensure the lubricating effect of the machine oil on the second roller 53, as shown in Figure 5 The outer ring 41 is provided with an annular groove 411, and the third flow channel 426 is communicated with the annular groove 411. In this way, the machine oil flowing into the annular groove 411 through the first flow channel 12, the second flow channel 425, the first gap 424 and the third flow channel 426 will always fill the annular groove 411, and then the machine oil in the annular groove 411 will continuously flow into the second gap 54 along the fourth flow channel 33 and the fifth flow channel 55 and fill the second gap 54, so that the machine oil always wets the second roller 53, that is, a reliable oil film is always covered on the second roller 53, and the second roller 53 and the groove wall of the sliding groove 211 are always in an effective lubrication state, thereby ensuring the lubricating effect of the machine oil on the second roller 53.

[0072] Whether the crankshaft 10 is an integrally formed part or an assembled part formed by a segmented assembly process, in the Scotch yoke internal combustion engine, the first gap 424 is filled with paste-like lubricating grease, the first roller 423 is effectively lubricated by the lubricating grease, and the rolling friction mode between the first roller 423 and the connecting rod journal 11 is matched, so that the first roller 423 and the connecting rod journal 11 always maintain a smooth relative rotation state. In this embodiment, the crankshaft 10, the first rolling bearing 40 and the slider 30 do not need to be provided with flow channels to convey lubricating oil, but need to be regularly maintained after the Scotch yoke internal combustion engine is normally operated for a period of time, that is, the lubricating grease in the first gap 424 is regularly replenished, thereby ensuring the lubricating effect of the first roller 423. In addition, the second gap 54 is filled with paste-like lubricating grease, the second roller 53 is effectively lubricated by the lubricating grease, and the rolling friction mode between the second roller 53 and the groove wall of the sliding groove 211 is matched, so that the second roller 53 and the groove wall of the sliding groove 211 always maintain a smooth relative rotation state. In this embodiment, the second rolling bearing 50 also does not need to be provided with flow channels to convey lubricating oil, but needs to be regularly maintained after the Scotch yoke internal combustion engine is normally operated for a period of time, that is, the lubricating grease in the second gap 54 is regularly replenished, thereby ensuring the lubricating effect of the second roller 53.

[0073] In the Scotch yoke internal combustion engine provided in the embodiments of the present application, as shown in Figure 2 , Figure 3 , Figure 10 and Figure 12As shown, the connecting rod 20 includes two connecting rod arms 22, each having a first end 221 and a second end 222. The two first ends 221 are assembled together to form the crankshaft connection portion 21 and the sliding groove 211. In other words, when the slider 30 is assembled into the sliding groove 211, the first end 221 of one of the two connecting rod arms 22 is abutted against one of the second rolling bearings 50 on the slider 30, and the first end 221 of the other connecting rod arm 22 is abutted against the other second rolling bearing 50 on the slider 30. At this time, the two first ends 221 are connected to form the crankshaft connection portion 21 and the sliding groove 211, and then the two first ends 221 are fixed by bolts. Moreover, the two second ends 222 extend in opposite directions, that is, the central axes of the two connecting rod arms 22 are located in the same straight line (that is, coaxial), and the second ends 222 of the connecting rod arms 22 are used to connect the piston 60, that is, one connecting rod journal 11 corresponds to two pistons 60, that is, the Scotch yoke internal combustion engine is a two-cylinder Scotch yoke internal combustion engine, a four-cylinder Scotch yoke internal combustion engine, a six-cylinder Scotch yoke internal combustion engine, an eight-cylinder Scotch yoke internal combustion engine, etc.

[0074] In order to ensure that the slider 30 slides stably in the sliding groove 211, Figure 2 As shown, the wall of the sliding groove 211 is provided with a limiting groove 212, and the second rolling bearing 50 is limited in the limiting groove 212. Specifically, the wall of the limiting groove 212 blocks the second fixing plate 52, thereby stably and reliably limiting the second rolling bearing 50 in the limiting groove 212. Furthermore, when the slider 30 slides back and forth in the sliding groove 211, the limiting groove 212 can also guide the sliding of the second rolling bearing 50, preventing the slider 30 from deviating relative to the crankshaft connecting portion 21 or even detaching from the sliding groove 211, thereby ensuring that the slider 30 slides back and forth stably in the sliding groove 211.

[0075] The Scotch yoke internal combustion engine provided in the embodiment of the present application is described by taking a double-cylinder Scotch yoke internal combustion engine as an example. Figures 6 to 15As shown, the Scotch yoke internal combustion engine includes a cylinder block assembly having a crankcase 71 and a cylinder block 72 fixedly mounted on the crankcase 71. The cylinder block 72 defines a cylinder chamber 721 that communicates with the crankcase 71. The two main journals 13 of the crankshaft 10 are rotatably mounted on the crankcase 71. The second end 222 of the connecting rod arm 22 extends into the cylinder chamber 721. The piston 60 is slidably mounted in the cylinder chamber 721. The piston 60 is rotatably connected to the second end 222 of the connecting rod arm 22 via a piston pin. The oil-gas mixture combusts within the cylinder chamber 721 and exerts work on the piston 60, causing the piston 60 to slide within the cylinder chamber 721. This in turn drives the connecting rod arm 22 in motion. Because the slider 30 slides within the sliding groove 211 formed by the first ends 221 of the two connecting rod arms 22, the connecting rod journal 11 of the crankshaft 10 is rotatably connected to the slider 30. This converts the linear motion of the connecting rod arm 22 into rotational motion of the crankshaft 10, which then generates a driving torque. As the piston 60 slides within the cylinder chamber 721, it has a bottom dead center 723 located near the crankshaft 10 and a top dead center 722 located away from the crankshaft 10. In other words, the piston 60 reciprocates between the top dead center 722 and the bottom dead center 723 within the cylinder chamber 721, converting the thermal energy generated by the combustion of the oil-gas mixture into rotational mechanical energy of the crankshaft 10, which in turn generates a driving torque.

[0076] In the Scotch yoke internal combustion engine of some embodiments of the present application, the piston 60 reciprocates once between the top dead center 722 and the bottom dead center 723 to complete a working cycle, that is, the piston 60 moves in the cylinder chamber 721 for two strokes (one rotation of the crankshaft 10) to complete the four processes of intake, compression, power generation and exhaust. The internal combustion engine is a horizontally opposed twin-cylinder two-stroke Scotch yoke internal combustion engine.

[0077] In the Scotch yoke internal combustion engine of other embodiments of the present application, the piston 60 reciprocates twice between the top dead center 722 and the bottom dead center 723 to complete a working cycle, that is, the piston 60 moves in the cylinder chamber 721 for four strokes (two rotations of the crankshaft 10) to complete the four processes of intake, compression, power generation and exhaust. The piston 60 completes one of the processes by moving one stroke. The internal combustion engine is a horizontally opposed two-cylinder four-stroke Scotch yoke internal combustion engine.

[0078] like Figures 6 to 10 、 Figure 12As shown, the internal combustion engine further includes a cylinder head 73, which covers the side of the cylinder block 72 away from the crankcase 71, thereby sealing the cylinder chamber 721. When the piston 60 moves to top dead center 722, the inner wall of the cylinder head 73, the top wall of the piston 60, and the corresponding inner wall of the cylinder chamber 721 form a combustion chamber for the oil-air mixture. The cylinder head 73 is provided with an intake duct 731 and an exhaust duct 732 communicating with the cylinder chamber 721. During the intake process, the oil-air mixture enters the cylinder chamber 721 through the intake duct 731, while the exhaust duct 732 is closed. During the exhaust process, the exhaust gas after combustion is discharged from the cylinder chamber 721 through the exhaust duct 732, while the intake duct 731 is closed.

[0079] like Figures 13 to 15 As shown, the multiple balance weights 14 of the crankshaft 10 of the Scotch yoke internal combustion engine are arranged in a centrally symmetrical manner relative to the midpoint of the central axis of the crankshaft 10, and the connecting rod journal 11 and the corresponding two balance weights 14 are respectively located on both sides of the central axis of the crankshaft 10, that is, one connecting rod journal 11 corresponds to two balance weights 14. The main function of the balance weight 14 is to balance the rotational centrifugal force and torque of the crankshaft 10, and sometimes it can also balance the reciprocating inertia force and torque of the connecting rod 20. By properly arranging the balance weight 14, the load on the main bearing (that is, the bearing shell assembled corresponding to the main journal 13), the first rolling bearing 40 and the second rolling bearing 50 can be reduced, so that the rotation of the crankshaft 10 is more stable, which makes the overall operation of the Scotch yoke internal combustion engine more stable.

[0080] According to a second aspect of the present application, a vehicle is provided. The vehicle includes a Scotch yoke internal combustion engine as described above. The Scotch yoke internal combustion engine provided in the embodiments of the present application can be used to assemble and produce vehicles, such as motorcycles or cars, especially extended-range electric vehicles. A range-extended electric vehicle (REEV) is a new energy vehicle that combines electric drive and internal combustion engine technology, and is adapted to the current development trend of new energy vehicles.

[0081] When the above-mentioned Scotch yoke internal combustion engine is used to assemble and produce extended-range vehicles, the two ends of the crankshaft 10 are respectively set as the first output end and the second output end, and the structural dimensions and structural strength of the first output end and the second output end are the same, so that the output efficiency of the driving torque output by the first output end and the second output end is consistent, that is, the Scotch yoke internal combustion engine can output the same driving torque simultaneously through the first output end and the second output end, so that the Scotch yoke internal combustion engine has the ability to output driving torque to more working devices at the same time, thereby improving the adaptability of the Scotch yoke internal combustion engine to the development trend of the extended-range drive mode. The Scotch yoke internal combustion engine can select one of the first output end and the second output end to directly output the driving torque for driving the walking system, and can also output the driving torque to the rotor of the generator of the electric drive system through the other of the first output end and the second output end to generate electrical energy.

[0082] In a range-extended vehicle, when the battery pack of the electric drive system is fully charged, the vehicle relies entirely on the electrical energy stored in the battery, does not burn the oil-gas mixture, and provides power through the drive motor to achieve zero-emission pure electric drive. This mode is suitable for daily commuting in the city, is environmentally friendly, and accelerates rapidly. When the battery pack power of the electric drive system drops to a set threshold, the range extender is started (the range extender consists of a Scotch yoke internal combustion engine and a generator), and the first output end of the Scotch yoke internal combustion engine drives the generator to generate electricity. The electrical energy is used to drive the vehicle on the one hand and to charge the battery pack on the other hand. When the power demand on the road is large, the battery pack and the range extender work together, and the second output end of the Scotch yoke internal combustion engine of the embodiment of the present application directly transmits power to the gearbox through the clutch and the transmission system to directly drive the travel system, that is, the electric drive system is connected to the mechanical drive and drives the travel system at the same time, thereby providing sufficient power.

[0083] According to a third aspect of the present application, a vessel is provided. The vessel includes the aforementioned Scotch yoke internal combustion engine. The Scotch yoke internal combustion engine provided in the embodiments of the present application can be used to assemble and produce speedboats, motorboats, small yachts, lake boats, and the like.

[0084] According to a fourth aspect of the present application, an aircraft is provided. The aircraft includes the aforementioned Scotch yoke internal combustion engine. The aircraft in the embodiments of the present application is a small aircraft, such as a small helicopter (which may be a manned helicopter or an unmanned helicopter, particularly an unmanned helicopter for cargo transport), a quadcopter drone, a fixed-wing drone, etc.

[0085] When the aircraft of the embodiment of the present application is a helicopter, it is preferably assembled with a four-cylinder Scotch yoke internal combustion engine, and the total take-off weight can reach 600kg. The two ends of the crankshaft 10 are respectively set as the first output end and the second output end, and the structural dimensions and structural strength of the first output end and the second output end are the same, so that the output efficiency of the driving torque output by the first output end and the second output end is consistent. Therefore, the Scotch yoke internal combustion engine can output the same driving torque simultaneously through the first output end and the second output end. At this time, one of the first output end and the second output end is used to drive the main propeller, and the other of the first output end and the second output end is used to drive the tail rotor. Taking the first output end driving the main propeller and the second output end driving the tail rotor as an example, the first output end and the main propeller are connected by a clutch and a vortex shaft transmission device, so that the driving torque output by the first output end is transmitted and drives the main propeller to rotate, and the second output end and the tail rotor are connected by a clutch and a transmission structure, so that the driving torque output by the second output end is transmitted and drives the tail rotor to rotate.

[0086] When the aircraft of the embodiment of the present application is a four-rotor unmanned aerial vehicle, a hybrid drive mode of electric start and oil push is adopted to achieve the purpose of saving fuel. Specifically, electric start is to adopt electric drive rotor rotation to achieve vertical takeoff, and oil push is to drive the rotor rotation to achieve flight by directly outputting driving torque through the Scotch yoke internal combustion engine. The two ends of the crankshaft 10 are respectively set to the first output end and the second output end, and the structural size and structural strength of the first output end and the second output end are the same, so that the output efficiency of the first output end and the second output end output driving torque is consistent, and the Scotch yoke internal combustion engine can output the same driving torque simultaneously through the first output end and the second output end. Therefore, the four-rotor unmanned aerial vehicle adopts one of the above-mentioned Scotch yoke internal combustion engines, that is, the first output end is responsible for transmitting driving torque to two of the rotors alone or simultaneously, and the second output end is responsible for transmitting driving torque to the other two rotors alone or simultaneously (by controlling the clutch corresponding to each rotor to engage or separate, the transmission driving torque can be achieved). In the four-rotor unmanned aerial vehicle, the four rotors correspond to one motor one by one, and the high-power rotation output of the motor is utilized to achieve load takeoff. Moreover, during the flight, the motor corresponding to the rotor responsible for driving the flight is converted into a generator, thereby charging the battery pack and making full use of energy.

[0087] When the aircraft of the embodiments of the present application is a fixed-wing UAV, it is preferably equipped with a four-cylinder Scotch yoke internal combustion engine, with a total takeoff weight of up to 1000 kg. The aircraft can be driven by direct torque output from the Scotch yoke internal combustion engine, by pure electric drive using the Scotch yoke internal combustion engine to generate electricity, or by a hybrid drive system combining direct torque output with electric drive. See the above description and will not be repeated here.

[0088] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A Scotch yoke internal combustion engine, characterized in that include: a crankshaft provided with at least one connecting rod journal; A connecting rod is provided with a crankshaft connecting portion, wherein the crankshaft connecting portion is provided with a sliding groove; A slider, slidably disposed in the sliding groove; a first rolling bearing, mounted in a mounting hole of the slider, wherein the connecting rod journal and the slider are rotatably connected via the first rolling bearing; Two second rolling bearings are respectively installed on both sides of the sliding block along the sliding direction of the sliding block in the sliding groove. The sliding block is slidably installed in the sliding groove through the two second rolling bearings.

2. The Scotch yoke internal combustion engine according to claim 1, wherein: The first rolling bearing includes a complete circle bearing ring and a plurality of first rollers. The plurality of first rollers are rotatably mounted on the bearing ring. The plurality of first rollers are in rolling contact with the connecting rod journal and the mounting hole wall of the slider.

3. The Scotch yoke internal combustion engine according to claim 1, wherein: The first rolling bearing includes two half bearings connected to each other, and the half bearing includes a second arc-shaped plate and a plurality of first rollers. The two second arc-shaped plates are connected to each other to form a complete circular bearing ring. The plurality of first rollers can be rotatably mounted on the second arc-shaped plate, and the plurality of first rollers are in rolling contact with the connecting rod journal and the mounting hole wall of the slider.

4. The Scotch yoke internal combustion engine according to claim 3, characterized in that The slider includes a first sub-block and a second sub-block, the first sub-block is docked with and fixedly connected to the second sub-block, and the two half-bearings are fixedly connected to the first sub-block and the second sub-block respectively in a one-to-one correspondence.

5. The Scotch yoke internal combustion engine according to claim 2 or 3, characterized in that A first gap for accommodating a lubricating medium is provided between the bearing ring and the wall of the mounting hole of the sliding block.

6. The Scotch yoke internal combustion engine according to claim 5, characterized in that The second rolling bearing includes a first fixed plate, a second fixed plate and a plurality of second rollers. The first fixed plate is fixedly connected to the slider, the second fixed plate is fixed to the first fixed plate by being clamped, and the plurality of second rollers are rotatably mounted on the second fixed plate. The plurality of second rollers are in rolling contact with the groove wall of the sliding groove.

7. The Scotch yoke internal combustion engine according to claim 6, characterized in that A second gap for accommodating a lubricating medium is defined between the first fixing plate and the second fixing plate.

8. The Scotch yoke internal combustion engine according to claim 7, characterized in that The crankshaft is provided with a first flow channel, and the first flow channel is connected between the connecting rod journal and the first rolling bearing.

9. The Scotch yoke internal combustion engine according to claim 8, characterized in that The bearing ring is provided with a second flow channel, one end of the second flow channel is communicated with the first gap, and the other end of the second flow channel is opposite to and communicated with the port of the first flow channel.

10. The Scotch yoke internal combustion engine according to claim 9, characterized in that The slider is provided with a fourth flow channel, and the first fixing plate is provided with a fifth flow channel. One end of the fourth flow channel is connected to the first gap, and both ends of the fifth flow channel are respectively connected to the second gap and the other end of the fourth flow channel.

11. The Scotch yoke internal combustion engine according to claim 10, wherein: The first rolling bearing also includes an outer ring, the bearing ring is fixed to the outer ring, the multiple first rollers are in rolling contact with the connecting rod journal and the inner wall of the outer ring, the outer ring is fixedly installed in the mounting hole of the slider, and the outer ring is provided with a third flow channel, and the two ends of the third flow channel are respectively connected to the first gap and one end of the fourth flow channel.

12. The Scotch yoke internal combustion engine according to claim 11, wherein: An annular groove is provided on the outer wall of the outer ring, and the third flow channel is connected to the annular groove.

13. The Scotch yoke internal combustion engine according to any one of claims 1 to 4, characterized in that: The connecting rod includes two connecting rod arms, each having a first end and a second end. The two first ends are assembled together to form the crankshaft connecting portion, and the two second ends extend in opposite directions and are used to connect to the piston.

14. The Scotch yoke internal combustion engine according to claim 13, wherein: A limiting groove is provided on the groove wall of the sliding groove, and the second rolling bearing is limited in the limiting groove.

15. A vehicle, characterized in that: A Scotch yoke internal combustion engine comprising the method of any one of claims 1 to 14.

16. A ship, characterized in that: A Scotch yoke internal combustion engine comprising the method of any one of claims 1 to 14.

17. An aircraft, characterized in that: A Scotch yoke internal combustion engine comprising the method of any one of claims 1 to 14.

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