Engine structure, engine structure operation method and carrier

Abstract

The invention relates to the technical field of engines, and discloses an engine structure, an engine structure operation method and a carrier, the engine structure comprises a piston assembly arranged in an air cylinder cavity, a connecting rod rack set connected with the piston assembly, and rack parts arranged on the two sides of the connecting rod rack set; meshing sections are arranged in the circumferential direction of the driving gear at intervals; the number of meshing teeth of the meshing section and the rack part is n1 in the compression stroke, the number of meshing teeth of the meshing section and the rack part is n2 in the expansion acting stroke, and n1 is smaller than n2. According to the engine structure, it is guaranteed that the transmission interval of the power stroke is longer, the expansion ratio is larger than the compression ratio, and the energy conversion efficiency is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, in particular to an engine structure, an engine structure operation method and a carrier. BACKGROUND

[0002] With the rapid development of new energy vehicles, the traditional fuel vehicle market is significantly impacted, and improving engine thermal efficiency has become the key to enhancing the market competitiveness of traditional fuel vehicles and hybrid electric vehicles. In a conventional engine, the compression ratio and the expansion ratio are theoretically equal, but due to factors such as valve timing, combustion process and mechanical loss, the actual expansion ratio may differ from the compression ratio. The traditional Otto cycle engine is limited by the compression ratio, and the actual thermal efficiency is low. By optimizing the compression ratio and the expansion ratio, the engine thermal efficiency, power output and fuel economy can be significantly improved, and pollutant emissions can be reduced.

[0003] In related technologies, such as the Atkinson / Miller cycle, high expansion ratio is achieved by delaying the intake valve closing, so that part of the mixture is "spit out" at the beginning of the compression stroke, thereby achieving an expansion ratio greater than the compression ratio, but this will result in a decrease in charging efficiency at low speed conditions and insufficient torque output. While the variable compression ratio technology can adjust the compression ratio, it increases the number of precise moving parts, resulting in increased engine costs, increased failure rates and increased maintenance costs. SUMMARY

[0004] Therefore, the present application provides an engine structure, an engine structure operation method and a carrier to solve the problem of how to achieve an expansion ratio greater than a compression ratio to improve engine thermal efficiency.

[0005] In a first aspect, the present application provides an engine structure, comprising: a cylinder body, at least one cylinder cavity is formed in the cylinder body; a piston assembly arranged in the cylinder cavity and adapted to reciprocate along the axial direction of the cylinder cavity; a connecting rod rack group connected with the piston assembly, the two sides of the connecting rod rack group are provided with rack portions; a drive gear, the drive gear is provided with meshing segments in the circumferential direction; When in the compression stroke, the number of meshing teeth of the meshing segments and the rack portions is n1, and when in the expansion and power stroke, the number of meshing teeth of the meshing segments and the rack portions is n2, and n1

[0006] Beneficial effects: the present application shortens the upward distance of the piston in the compression stroke by making the number of meshing teeth in the compression stroke less than the number of meshing teeth in the power stroke, and lengthens the downward distance of the piston in the power stroke, thereby realizing the thermodynamic advantage of the expansion ratio being greater than the compression ratio and improving the energy conversion efficiency.

[0007] In an alternative embodiment, the number of teeth of the rack portion is greater than the maximum number of teeth of the meshing section of the drive gear.

[0008] Beneficial effects: By making the number of teeth of the rack portion greater than the maximum number of teeth that can be simultaneously meshed by the drive gear meshing section, it is ensured that during the movement of the piston, the engagement relationship always stably transmits power, avoiding the phenomenon of tooth disengagement or impact.

[0009] In an alternative embodiment, the opposite sides of the connecting rod rack group are respectively formed with a first rack portion and a second rack portion; The drive gear includes a first drive gear and a second drive gear, the first drive gear has at least a first gear one meshing section and a first gear one blank section formed around the outer periphery, the first gear one meshing section is suitable for meshing transmission with the first rack portion, and the first gear one blank section is suitable for disengaging with the first rack portion within a first preset angle range; the second drive gear has at least a second gear one meshing section and a second gear one blank section formed around the outer periphery, the second gear one meshing section is suitable for meshing transmission with the second rack portion, and the second gear one blank section is used for disengaging with the second rack portion within a second preset angle range; The first gear one meshing section and the second gear one meshing section are arranged staggered and alternately meshed with the connecting rod rack group; The meshing stroke length of the first gear one meshing section and the connecting rod rack group is A1, unit: mm; the meshing stroke length of the second gear one meshing section and the connecting rod rack group is B1, unit: mm, wherein A1

[0010] Beneficial effects: By making the meshing stroke length B1 of the second gear one meshing section and the connecting rod rack group greater than the meshing stroke length A1 of the first gear one meshing section and the connecting rod rack group, it is ensured that the transmission interval of the working stroke is longer, thereby realizing the thermodynamic advantage of the expansion ratio being greater than the compression ratio, and improving the energy conversion efficiency. The high expansion ratio makes the high-temperature and high-pressure gas after combustion expand more fully in the cylinder cavity, reduces the residual heat, converts more chemical energy into mechanical energy, reduces heat loss and unused energy, thereby improving the engine thermal efficiency, improving energy utilization, and reducing exhaust energy waste. In addition, by setting the second gear one blank section and the first gear one blank section, the alternately meshing is formed, the two drive gears realize power transmission with the connecting rod rack group in their respective independent working intervals, effectively avoiding the movement interference and power conflict caused by the simultaneous meshing of the double gears, and the compression ratio and the expansion ratio can be decoupled, on the basis of ensuring the low-speed charging efficiency engine torque, the expansion ratio is increased, thereby obtaining higher thermal efficiency.

[0011] In an alternative embodiment, the first driving gear ring further forms a first gear two meshing section and a first gear two vacancy section around the outer circumferential surface, the first gear two meshing section is suitable for meshing transmission with the first rack section, and the first gear two vacancy section is suitable for disengaging from the first rack section within a third preset angle range; The first gear one meshing section, the first gear one vacancy section, the first gear two meshing section and the first gear two vacancy section are sequentially and alternately arranged. The meshing stroke length of the first gear two meshing section and the connecting rod rack group is A2, and the unit is mm; wherein, A1

[0012] Beneficial effects: By sequentially and alternately arranging the first gear one meshing section, the first gear one vacancy section, the first gear two meshing section and the first gear two vacancy section along the outer circumferential surface of the first driving gear, two groups of meshing regions with different phases are formed, so that the first driving gear realizes double-section alternating meshing transmission with the connecting rod rack group in the rotation process, thereby matching the phase requirements of intake, compression, work and exhaust in the four-stroke cycle, and realizing precise power transmission and disconnection in each stroke stage.

[0013] By making the meshing stroke length A2 of the first gear two meshing section and the connecting rod rack group greater than the meshing stroke length A1 of the first gear one meshing section, the required piston upstroke of the exhaust stroke is matched, the exhaust gas is ensured to be fully discharged, and sufficient cylinder volume is reserved for the subsequent compression stroke, so as to avoid the influence of residual exhaust gas on the entry of fresh charge, and further optimize the engine thermal efficiency.

[0014] In an alternative embodiment, the second driving gear ring further forms a second gear two meshing section and a second gear two vacancy section around the outer circumferential surface, the second gear two meshing section is suitable for meshing transmission with the second rack section, and the second gear two vacancy section is suitable for disengaging from the second rack section within a fourth preset angle range; The second gear one meshing section, the second gear one vacancy section, the second gear two meshing section and the second gear two vacancy section are sequentially and alternately arranged. The meshing stroke length of the second gear two meshing section and the connecting rod rack group is B2, and the unit is mm; wherein, B2

[0015] Beneficial effects: By sequentially and alternately arranging the second gear one meshing section, the second gear one vacancy section, the second gear two meshing section and the second gear two vacancy section along the outer circumferential surface of the second driving gear, two groups of meshing regions with different phases are formed, so that the second driving gear realizes double-section alternating meshing transmission with the connecting rod rack group in the rotation process, and matches the four-stroke cycle timing, thereby matching the phase requirements of intake, compression, work and exhaust in the four-stroke cycle, and realizing precise power transmission and disconnection in each stroke stage.

[0016] By making the meshing stroke length B2 of the second gear two-meshing section greater than the meshing stroke length B1 of the second gear one-meshing section, the requirement of longer piston downstroke in the power stroke is met, the energy released in the combustion expansion process is ensured, and the power output efficiency is improved.

[0017] In an alternative embodiment, the first drive gear and the second drive gear rotate in the same direction and at the same speed; the first drive gear and the second drive gear are alternately engaged with the connecting rod rack set; When the second gear one-meshing section is engaged with the connecting rod rack set, the first gear one-empty section corresponds to the connecting rod rack set at this time and is in a non-engaged state; When the first gear two-meshing section is engaged with the connecting rod rack set, the second gear two-empty section corresponds to the connecting rod rack set at this time and is in a non-engaged state; When the second gear two-meshing section is engaged with the connecting rod rack set, the first gear two-empty section corresponds to the connecting rod rack set at this time and is in a non-engaged state; When the first gear one-meshing section is engaged with the connecting rod rack set, the second gear one-empty section corresponds to the connecting rod rack set at this time and is in a non-engaged state.

[0018] Beneficial effects: By adopting the above corresponding relationship, it is ensured that only one set of drive gears and the connecting rod rack set achieve power transmission at the same time, transmission interference is avoided, and the independence of each stage movement in the four-stroke cycle is ensured. Through the alternate engagement mechanism, the controlled movement of the piston assembly in the intake, compression, power, and exhaust phases is effectively achieved, and the engine running stability is improved.

[0019] In an alternative embodiment, it further comprises: The first gear shaft, on which the first drive gear is fixed; The second gear shaft, on which the second drive gear is fixed, the first gear shaft and the second gear shaft are arranged in parallel; The first gear shaft and the second gear shaft are synchronously rotated through a synchronous belt or a gear transmission mechanism.

[0020] Beneficial effects: By arranging the first drive gear and the second drive gear on parallel shafts and achieving synchronous rotation, it is ensured that they rotate in the same direction and at the same speed; it is ensured that the phases are accurately matched during engagement switching, the power transmission gap is reduced, and the transmission continuity and system response accuracy are improved.

[0021] In an alternative embodiment, it further comprises: The first transmission gear is arranged at the first end of the first gear shaft; The second transmission gear is arranged at the first end of the second gear shaft; The idler gear is engaged with the first transmission gear and the second transmission gear at the same time to achieve synchronous and same-direction rotation of the first gear shaft and the second gear shaft.

[0022] Beneficial effect: Through the intermediate transmission action of the idler gear, the first transmission gear and the second transmission gear are ensured to rotate in the same direction and at the same speed, thereby maintaining the phase coordination between the first drive gear and the second drive gear during the alternating meshing process.

[0023] In one alternative implementation, it further includes: The first motor is located at the second end of the first gear shaft; The second motor is located at the second end of the second gear shaft; Both the first motor and the second motor include a drive mode and a power generation mode. In the drive mode, the first motor and the second motor independently drive the first gear shaft and the second gear shaft to rotate, respectively. When the piston assembly is in the power stroke, the first motor and the second motor switch to the power generation mode.

[0024] Beneficial effects: By intelligently switching between the first and second motors in drive and power generation modes, not only is the power connection between each stroke smooth, but the energy of the power stroke is also fully utilized to make the motor rotate and generate electricity, converting the chemical energy of combustion into electrical energy.

[0025] In one alternative embodiment, the piston assembly is adapted to divide the cylinder chamber into a power chamber and an air spring chamber, with the power chamber and the air spring chamber being sealed and separated by the piston assembly. The air in the air spring chamber is suitable as an elastic reset medium, which is compressed and stores energy when the piston assembly moves to the bottom of the cylinder chamber, and releases energy when the piston assembly returns to the top of the cylinder chamber.

[0026] Beneficial effects: As the piston assembly reciprocates within the cylinder chamber, the compressed air in the air spring chamber releases elastic potential energy when the piston moves upward, assisting in pushing the piston towards the top of the cylinder, reducing the input power required by the drive motor, and providing buffering during downward movement. Compression forms damping, effectively reducing mechanical shock and vibration, and storing elastic potential energy for release and utilization in subsequent strokes, thereby improving system response speed and energy utilization efficiency.

[0027] In one optional embodiment, the cylinder body includes four cylinder chambers, each cylinder chamber is provided with a piston assembly, and each piston assembly is connected to a corresponding first drive gear and a second drive gear via a connecting rod rack assembly. The four piston assemblies alternately perform the power stroke.

[0028] Beneficial effects: By setting four cylinder chambers in the cylinder body and arranging the four piston assemblies in an alternating manner to perform intake, compression, power, and exhaust strokes in sequence, a four-cylinder four-stroke cycle collaborative working mode is formed. The power interval of each cylinder is uniform, which effectively reduces speed fluctuations and improves the smoothness of operation.

[0029] Secondly, this application provides an engine structure operation method, applied to the engine structure described above; the engine structure operation method includes the following steps: The second motor is started to drive the second gear shaft to rotate, which in turn drives the second drive gear to rotate. Through the connecting rod and rack assembly, the corresponding piston assembly is driven to move downward a distance S1, thus completing the intake stroke. When the piston assembly approaches the bottom dead center, the second motor's drive mode is stopped, and the first motor is started to drive the first gear shaft to rotate, which in turn drives the first drive gear to rotate. This drives the piston assembly upward through the connecting rod and rack assembly, completing the compression stroke. When the piston assembly approaches the top dead center, the drive mode of the first motor is stopped, the fuel medium in the power chamber is ignited, and the piston assembly is pushed down a distance S2 to enter the power stroke. At this time, the first motor and the second motor switch to the power generation mode. As the piston assembly approaches the bottom dead center, the first motor restarts and switches to drive mode, driving the piston assembly upward to complete the exhaust stroke. Then it enters the next working cycle, realizing the continuous operation of the intake stroke, compression stroke, power stroke and exhaust stroke; Where S2 > S1.

[0030] Beneficial effects: The engine structure operation method of this application achieves continuous operation between each stroke by precisely controlling the driving timing and mode switching of the first motor and the second motor, and makes the stroke S2 ​​of the power stroke greater than the stroke S1 of the intake stroke, thereby achieving the thermodynamic advantage of the expansion ratio being greater than the compression ratio and improving energy conversion efficiency.

[0031] In one alternative implementation, during the intake stroke, as the piston assembly moves downward, the air spring chamber is gradually compressed, allowing the internal gas to store elastic potential energy; when the piston assembly moves upward for the compression stroke, the air spring chamber releases the stored elastic potential energy, assisting in pushing the piston assembly back. During the power stroke, as the piston assembly moves downward, the air spring chamber is compressed again, storing elastic potential energy in the internal gas. Subsequently, during the exhaust stroke, the piston assembly moves upward, pushing the exhaust gas out, and the air spring chamber releases the stored elastic potential energy, assisting in pushing the piston assembly back.

[0032] Beneficial effects: By periodically storing and releasing the elastic potential energy of the air spring cavity, the energy consumption of the motor during the compression and exhaust strokes is effectively reduced, further improving the overall thermal efficiency of the system.

[0033] Thirdly, this application also provides a vehicle, including: The vehicle body, and the engine structure as described above, mounted on the vehicle body.

[0034] Since the vehicle includes an engine structure and has the same effect as the engine structure, it will not be elaborated on here. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 This is a top view of the engine structure of this application; Figure 2 for Figure 1 Schematic diagram of section AA; Figure 3 for Figure 1 Schematic diagram of the BB section; Figure 4 This is a schematic diagram of the four-stroke working process of the engine in this application; Explanation of reference numerals in the attached figures: 1. First transmission gear; 2. Idler gear; 3. Second transmission gear; 4. First drive gear; 5. First gear shaft; 6. First motor; 8. Second drive gear; 9. Second gear shaft; 7. Second motor; 41. First gear, first meshing section; 42. First gear, first gap section; 43. First gear, second meshing section; 44. First gear, second gap section; 81. Second gear, first meshing section; 82. Second gear, first gap section; 83. Second gear, second meshing section; 84. Second gear, second gap section; 10. Connecting rod and rack assembly; 101. Connecting rod; 102. First rack section; 103. Second rack section; 11. Piston assembly; 12. Cylinder block; 13. Cylinder chamber; 131. Power chamber; 132. Air spring chamber. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used 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, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0039] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0040] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0041] With the rapid development of new energy vehicles, the traditional fuel vehicle market has been significantly impacted. Improving engine thermal efficiency has become crucial for enhancing the competitiveness of both traditional fuel vehicles and hybrid vehicles. In conventional engines, the compression ratio and expansion ratio are theoretically equal, both determined by the ratio of the total cylinder volume to the combustion chamber volume. The compression ratio is the ratio of the total volume of the cylinder when the piston is at bottom dead center to the combustion chamber volume when the piston is at top dead center, while the expansion ratio is the ratio of the maximum volume at the end of the power stroke to the minimum volume at the beginning of the power stroke. However, in actual operation, due to factors such as valve timing, combustion process, and mechanical losses, the actual expansion ratio may differ from the compression ratio.

[0042] Traditional Otto cycle engines are limited by their compression ratio, resulting in relatively low actual thermal efficiency. By optimizing the compression and expansion ratios, achieving an expansion ratio greater than the compression ratio, the combustion gases can be made to perform work more fully, thereby improving engine thermal efficiency, optimizing power output and fuel economy, and reducing pollutant emissions.

[0043] Among related technologies, Miller cycle, for example, delays the closing of the intake valve, causing some of the air-fuel mixture to be forced back into the intake manifold at the beginning of the compression stroke, thereby reducing the actual compression while maintaining the original expansion, thus achieving an expansion ratio greater than the compression ratio. Atkinson cycle, another example, uses a complex connecting rod mechanism or valve timing control to make the piston's power stroke longer than the compression stroke. This design also achieves an expansion ratio greater than the compression ratio, further improving engine thermal efficiency. However, Miller and Atkinson cycles can lead to decreased charging efficiency and insufficient torque output at low speeds. Variable compression ratio technology, such as Nissan's VC-Turbo, uses a multi-link structure and a harmonic drive motor, adding a crank mechanism between the piston and crankshaft. By controlling the eccentric shaft to change the connecting rod length, it changes the piston's top dead center position, achieving a stepless change in compression ratio between 8:1 and 14:1. While it can adjust the compression ratio, it adds a large number of precision moving parts, increasing engine costs. With the increase in moving parts, the engine failure rate increases, and the wear and tear on components accelerates, leading to higher maintenance costs in the long run.

[0044] According to Carnot's law, theoretically, a higher expansion ratio leads to more complete gas expansion, resulting in lower exhaust temperature and improved thermal efficiency. A high expansion ratio means that the combusted gas can expand more fully within the cylinder, releasing more energy. This higher expansion ratio allows the high-temperature, high-pressure combusted gas to expand more completely within the cylinder, reducing residual heat, converting more chemical energy into mechanical energy, reducing heat loss and unused energy, and thus improving engine thermal efficiency.

[0045] The engine structure provided in this application eliminates the traditional crankshaft connecting rod mechanism and adopts a rack and pinion mechanism. By changing the number of teeth in the compression stroke and power stroke, the compression stroke and power stroke can be changed. This allows the expansion ratio to be greater than the compression ratio, and the expansion ratio is not limited by the structure and can theoretically be infinitely large, enabling the combustion gas to do work more fully, thereby improving the engine's thermal efficiency. At the same time, the compression ratio and expansion ratio can be designed independently in terms of structure, and they operate independently without interfering with each other, compensating for the problem of reduced charging efficiency and insufficient torque output under low-speed conditions.

[0046] The following is combined Figures 1 to 4 This describes an embodiment of the present application.

[0047] According to embodiments of this application, in one aspect, an engine structure is provided, comprising: The cylinder block 12 has at least one cylinder chamber 13 formed therein; Piston assembly 11 is disposed in cylinder chamber 13 and adapted to reciprocate along the axial direction of cylinder chamber 13; The connecting rod rack assembly 10 is connected to the piston assembly 11, and rack portions are provided on both sides of the connecting rod rack assembly 10; The drive gear has meshing sections spaced apart circumferentially. When in the compression stroke, the number of meshing teeth between the meshing section and the rack is n1. When in the expansion stroke, the number of meshing teeth between the meshing section and the rack is n2, and n1 < n2.

[0048] This application achieves the thermodynamic advantage of an expansion ratio greater than the compression ratio by making the number of meshing teeth in the compression stroke less than the number of meshing teeth in the power stroke, thereby shortening the upward movement distance of the piston in the compression stroke and lengthening the downward movement distance in the power stroke, thus improving energy conversion efficiency.

[0049] In some embodiments, the number of teeth in the rack section is greater than the maximum number of teeth in the drive gear meshing section.

[0050] By ensuring that the number of teeth in the rack section is greater than the maximum number of teeth that can mesh simultaneously in the drive gear meshing section, the meshing relationship is kept stable during piston movement to transmit power and avoid tooth slippage or impact. At the same time, the difference in the number of meshing teeth during the compression and power strokes is allowed to achieve controllable adjustment of the stroke.

[0051] During the compression stroke, the drive gear engages with only a small number of teeth to complete a shorter compression stroke, while during the power stroke, it switches to engaging with more teeth to extend the piston's downward distance and achieve a high expansion ratio energy release process.

[0052] As a feasible implementation, the drive gear is circumferentially spaced with multiple meshing segments, specifically four meshing segments, with blank segments between adjacent meshing segments. These blank segments allow the drive gear to switch between meshing stages during rotation, ensuring independent control of the compression and power strokes. When the piston reaches near the top dead center of compression, the meshing segment disengages from the current rack section, passes through the blank segment, and then re-engages with a larger number of teeth in the power stroke, thereby extending the expansion stroke.

[0053] As another feasible implementation method, the drive gear can slide axially to switch the meshing position. By adjusting its axial displacement through the control mechanism, the gear can mesh with rack segments of different lengths during the compression stroke and the power stroke, thereby dynamically adjusting the number of meshing teeth.

[0054] As another feasible implementation, the drive gear can adopt a split structure, including multiple gear modules that can move relative to each other. Each module is kept circumferentially fixed by a synchronization mechanism but allows axial or radial adjustment, thereby selectively engaging in meshing at different stroke stages.

[0055] Furthermore, the connecting rod rack assembly 10 and the drive gear can be interchanged, that is, the reciprocating linear motion of the piston assembly 11 can be converted into the rotational motion of the drive gear. For example, the piston assembly 11 can drive the drive gear to rotate through a crank mechanism. At this time, the positions of the drive gear and the connecting rod rack assembly are interchanged, but the transmission principle remains the same. By controlling the number of meshing teeth between the drive gear and the rack at different stroke stages, the meshing relationship of n1 < n2 is still achieved, ensuring that the expansion ratio is greater than the compression ratio.

[0056] The various variations listed above all revolve around the core design concept. By adjusting the number of meshing teeth, asymmetric motion characteristics with a short compression stroke and a long power stroke are achieved, thereby optimizing thermodynamic cycle efficiency. The specific implementation method can be flexibly selected based on the actual structural layout and operating conditions.

[0057] The following provides a detailed description of the specific driving scheme used in this embodiment: In some embodiments, a first rack portion 102 and a second rack portion 103 are formed on opposite sides of the connecting rod rack assembly 10, respectively; The drive gear includes a first drive gear 4 and a second drive gear 8. The first drive gear 4 has at least a first gear meshing section 41 and a first gear unmeshing section 42 formed around its outer peripheral surface. The first gear meshing section 41 is adapted to mesh with the first rack portion 102 for transmission, and the first gear unmeshing section 42 is adapted to disengage from the first rack portion 102 within a first preset angle range. The second drive gear 8 has at least a second gear engagement section 81 and a second gear disengagement section 82 formed around its outer peripheral surface. The second gear engagement section 81 is adapted to engage with the second rack portion 103 for transmission, and the second gear disengagement section 82 is used to disengage from the second rack portion 103 within a second preset angle range. The first gear meshing section 41 and the second gear meshing section 81 are staggered and alternately mesh with the connecting rod rack assembly 10; The meshing stroke length of the first gear meshing section 41 and the connecting rod rack assembly 10 is A1, in mm; the meshing stroke length of the second gear meshing section 81 and the connecting rod rack assembly 10 is B1, in mm, where A1 < B1.

[0058] The engine structure of this application includes a cylinder block 12, which has at least one cylinder chamber 13. A piston assembly 11 reciprocates within the cylinder chamber 13. The piston assembly 11 is tightly fitted with the inner wall of the cylinder block 12 to ensure sealing, reduce pressure leakage in the combustion chamber, and improve compression efficiency.

[0059] The connecting rod and rack assembly 10 includes a connecting rod 101. One end of the connecting rod 101 is connected to the piston assembly 11, and the other end is connected to a first rack portion 102 and a second rack portion 103. The first rack portion 102 and the second rack portion 103 are arranged opposite to each other, and their outer surfaces are both constructed as rack structures to mesh with a first drive gear 4 and a second drive gear 8, respectively. The axis of the first drive gear 4 and the axis of the second drive gear 8 are parallel and are both arranged along a direction perpendicular to the extension direction of the connecting rod and rack assembly 10.

[0060] The outer peripheral surface of the first drive gear 4 has a discontinuous tooth structure, and includes at least a first gear meshing section 41 and a first gear unmeshing section 42. The first gear meshing section 41 is a continuous gear segment that can mesh with the first rack section 102 during rotation. The first gear unmeshing section 42 disengages the first drive gear 4 from the first rack section 102 at the corresponding phase, thereby achieving a phased interruption of power transmission and allowing the connecting rod rack assembly 10 to phasedly release power transmission during the reciprocating motion of the piston.

[0061] Similarly, the outer peripheral surface of the second drive gear 8 is formed with a discontinuous tooth structure, and includes at least a second gear engagement segment 81 and a second gear disengagement segment 82. The second gear engagement segment 81 is a continuous gear segment that can engage with the second rack portion 103 during rotation, while the second gear disengagement segment 82 disengages the second drive gear 8 from the second rack portion 103 at the corresponding phase, thereby achieving a phased interruption of power transmission and allowing the connecting rod rack assembly 10 to phasedly release power transmission during the reciprocating motion of the piston.

[0062] Furthermore, the first gear meshing section 41 and the second gear meshing section 81 are staggered and alternately mesh with the connecting rod rack assembly 10, so that the first rack section 102 and the second rack section 103 engage with the corresponding drive gear in a time-sharing manner during the reciprocating motion of the piston assembly 11, which matches the phase requirements of intake, compression, power stroke and exhaust in the four-stroke cycle, thereby realizing the orderly power output and intermittent decoupling of each stroke.

[0063] Specifically, the first gear engagement segment 41 corresponds to the upward phase of the piston assembly 11 during the compression stroke. During this phase, it engages with the first rack portion 102 to drive the piston assembly 11 upward to complete the compression of air and fuel. The engagement stroke length of the first gear engagement segment 41 and the connecting rod rack assembly 10 is A1, corresponding to the compression stroke length S1 of the piston assembly 11 between the bottom dead center and top dead center during the compression stroke. A1 can be equal to or slightly less than S1 to ensure that the piston assembly 11 smoothly transitions under inertia at the beginning and end of the compression stroke, avoiding mechanical shock caused by abrupt engagement changes.

[0064] Specifically, the first engagement segment 81 of the second gear corresponds to the downward phase of the piston assembly 11 during the power stroke. During this phase, it engages with the second rack portion 103 to drive the piston assembly 11 downward under the pressure of combustion expansion, thus outputting mechanical work. The engagement stroke length A2 of the second gear first engagement segment 81 and the connecting rod rack assembly 10 corresponds to the power stroke length S2 between the top dead center and bottom dead center during the power stroke. Similarly, A2 can be equal to or slightly less than S2 to ensure a smooth transition at the beginning of the power stroke and a gentle disengagement at the end, allowing for a smooth transition under inertia and avoiding mechanical shock caused by abrupt engagement changes.

[0065] Where A1 < A2, it indicates that the transmission engagement range of the compression stroke is shorter than that of the power stroke, so that the power stroke of the piston assembly 11 is longer than the compression stroke, and the expansion ratio is greater than the compression ratio, thereby further improving the thermal efficiency of the engine.

[0066] Furthermore, the arc length of the first gear's uninterrupted segment 42 is related to the meshing stroke length B1 of the second gear's meshing segment 81, thus ensuring that during the full meshing transmission of the second gear's meshing segment 81 and the connecting rod rack assembly 10, the first drive gear 4 remains disengaged from the connecting rod rack assembly 10, avoiding power interference. Similarly, the arc length of the second gear's uninterrupted segment 82 is related to the meshing stroke length A1 of the first gear's meshing segment 41, ensuring that during the full meshing transmission of the first gear's meshing segment 41 and the connecting rod rack assembly 10, the second drive gear 8 remains disengaged from the connecting rod rack assembly 10, avoiding power interference, thereby achieving precise decoupling of the dual-gear system in time and space.

[0067] It should be noted that the meshing stroke length A1 of the first gear meshing segment 41 and the connecting rod rack assembly 10 is positively correlated with n1. Similarly, the meshing stroke length A2 of the second gear meshing segment 81 and the connecting rod rack assembly 10 is positively correlated with n2. Specifically, the meshing stroke length A1 of the first gear meshing segment 41 and the connecting rod rack assembly 10 is equal to the product of the number of teeth and the tooth pitch of the first gear meshing segment 41, i.e., A1 = n1 × p1, where n1 is the number of teeth of the first gear meshing segment 41 and p1 is the tooth pitch of the first gear meshing segment 41. Similarly, the meshing stroke length A2 of the second gear meshing segment 81 and the connecting rod rack assembly 10 is equal to the product of its number of teeth n2 and its tooth pitch p2, i.e., A2 = n2 × p2, where n2 is the number of teeth of the second gear meshing segment 81 and p2 is the tooth pitch of the second gear meshing segment 81.

[0068] To achieve the design goal of an expansion ratio greater than the compression ratio, n2×p2 must be greater than n1×p1. If p1 and p2 are equal, then the difference between A1 and A2 is determined by the difference in the number of teeth between n1 and n2. By adjusting the number of teeth in the meshing section of the two gears, the design goal of a power stroke greater than the compression stroke can be achieved.

[0069] This application ensures a longer transmission range during the power stroke by making the meshing stroke length B1 of the second gear meshing section 81 and the connecting rod rack assembly 10 greater than the meshing stroke length A1 of the first gear meshing section 41 and the connecting rod rack assembly 10. This achieves the thermodynamic advantage of an expansion ratio greater than the compression ratio, thereby improving energy conversion efficiency. The high expansion ratio allows the high-temperature, high-pressure gas after combustion to expand more fully within the cylinder chamber 13, reducing residual heat, converting more chemical energy into mechanical energy, reducing heat loss and unused energy, thus improving engine thermal efficiency, increasing energy utilization, and reducing exhaust energy waste. Furthermore, this application sets the second gear idle section 82 and the first gear idle section 42 to form alternating meshing, allowing the two drive gears to transmit power to the connecting rod rack assembly within their respective independent working ranges. This effectively avoids motion interference and power conflict caused by simultaneous meshing of two gears, and decouples the compression ratio and expansion ratio. While ensuring low-speed charging efficiency and engine torque, increasing the expansion ratio results in higher thermal efficiency.

[0070] Furthermore, this application does not require delaying intake valve closure to achieve a high expansion ratio, allowing some of the air-fuel mixture to be "spit out" at the beginning of the compression stroke, thereby avoiding the problem of reduced charging efficiency and insufficient torque output at low speeds, ensuring that the engine still has good charging efficiency and torque output capability at low speeds.

[0071] According to the law of conservation of energy, the exhaust temperature of traditional engines is 600-800°C, with a large amount of thermal energy remaining unutilized. However, the high expansion ratio engine structure provided in this application allows a large amount of gas to be converted into mechanical energy, resulting in less residual exhaust gas and a lower temperature, with the exhaust temperature dropping to 400-500°C. Exhaust gas recirculation can reduce NOx emissions by 20-40%.

[0072] In some embodiments, the first drive gear 4 is further formed with a first gear second meshing section 43 and a first gear second empty section 44 around its outer peripheral surface. The first gear second meshing section 43 is adapted to mesh with the first rack portion 102 for transmission, and the first gear second empty section 44 is adapted to disengage from the first rack portion 102 within a third preset angle range. The first gear meshing section 41, the first gear empty section 42, the first gear second meshing section 43, and the first gear second empty section 44 are arranged alternately in sequence.

[0073] By sequentially and alternately arranging the first gear engagement section 41, the first gear disengagement section 42, the first gear engagement section 43, and the first gear disengagement section 44 along the outer circumferential surface of the first drive gear 4, two sets of engagement areas with different phases are formed. This allows the first drive gear 4 to achieve alternating engagement transmission with the connecting rod rack assembly 10 during rotation, thereby meeting the phase requirements of intake, compression, power stroke, and exhaust in the four-stroke cycle and achieving precise power transmission and disconnection at each stroke stage.

[0074] Specifically, the first gear engagement segment 41 corresponds to the upward phase of the piston assembly 11 during the compression stroke. During this phase, it engages with the first rack portion 102 to drive the piston assembly 11 upward to complete the compression of air and fuel. The first gear engagement segment 43 corresponds to the upward phase of the piston assembly 11 during the exhaust stroke. During this phase, it engages with the first rack portion 102 to drive the exhaust gas after combustion out of the cylinder.

[0075] In some embodiments, the meshing stroke length between the first gear meshing section 43 and the connecting rod rack assembly 10 is A2, in mm; wherein, A1 < A2.

[0076] By making the engagement stroke length A2 of the first gear second engagement section 43 and the connecting rod rack assembly 10 greater than the engagement stroke length A1 of the first gear first engagement section 41, the piston upward stroke required for the exhaust stroke is matched, ensuring that the exhaust gas is fully discharged. At the same time, sufficient cylinder volume is reserved for the subsequent compression stroke to avoid residual exhaust gas affecting the entry of fresh charge, thereby further optimizing the engine thermal efficiency.

[0077] In some embodiments, the second drive gear 8 is further formed with a second gear meshing section 83 and a second gear empty section 84 around its outer peripheral surface. The second gear meshing section 83 is adapted to mesh with the second rack portion 103 for transmission, and the second gear empty section 84 is adapted to disengage from the second rack portion 103 within a fourth preset angle range. The second gear first meshing section 81, the second gear first gap section 82, the second gear second meshing section 83, and the second gear second gap section 84 are arranged alternately in sequence.

[0078] By alternately arranging the first meshing section 81, the first unmeshing section 82, the second meshing section 83, and the second unmeshing section 84 of the second gear along the outer circumference of the second drive gear 8, two sets of meshing areas with different phases are formed. This allows the second drive gear 8 to achieve alternating meshing transmission with the connecting rod rack assembly 10 during rotation, and matches the four-stroke cycle timing. This, in turn, meets the phase requirements of intake, compression, power, and exhaust in the four-stroke cycle, and achieves precise power transmission and disconnection at each stroke stage.

[0079] Specifically, the first engagement segment 81 of the second gear corresponds to the downward phase of the piston assembly 11 during the power stroke. During this phase, it engages with the second rack portion 103 to drive the piston assembly 11 downward under the pressure of combustion expansion, thereby outputting mechanical work. The second engagement segment 83 of the second gear corresponds to the downward phase of the piston assembly 11 during the intake stroke. During this phase, it engages with the second rack portion 103 to drive the piston assembly 11 downward, thereby completing the intake of fresh air and fuel.

[0080] In some embodiments, the meshing stroke length between the second gear meshing section 83 and the connecting rod rack assembly 10 is B2, in mm; wherein, B2 < B1.

[0081] By making the meshing stroke length B2 of the second gear second meshing section 83 greater than the meshing stroke length B1 of the second gear first meshing section 81, the need for a longer piston downward stroke during the power stroke is met, ensuring that the combustion expansion process fully releases energy and improves power output efficiency.

[0082] In some embodiments, the first drive gear 4 and the second drive gear 8 rotate in the same direction and at the same speed; the first drive gear 4 and the second drive gear 8 alternately mesh with the connecting rod rack assembly 10 for transmission. When the first meshing section 81 of the second gear meshes with the connecting rod rack assembly 10, the first empty section 42 of the first gear corresponds to the connecting rod rack assembly 10 and is in a non-meshing state. When the first gear second meshing section 43 meshes with the connecting rod rack group 10, the second gear second empty section 84 corresponds to the connecting rod rack group 10 and is in a non-meshing state. When the second gear meshing section 83 meshes with the connecting rod rack assembly 10, the first gear empty section 44 corresponds to the connecting rod rack assembly 10 and is in a non-meshing state. When the first gear meshing section 41 meshes with the connecting rod rack assembly 10, the second gear non-meshing section 82 corresponds to the connecting rod rack assembly 10 and is in a non-meshing state.

[0083] By employing the above correspondence, it is ensured that only one set of drive gears and connecting rod racks transmits power at any given time, avoiding transmission interference and guaranteeing the independence of each stage of the four-stroke cycle. Through this alternating meshing mechanism, the controlled movement of the piston assembly is effectively achieved in each phase of intake, compression, power, and exhaust, improving the smoothness of engine operation.

[0084] In some embodiments, the engine structure further includes: The first gear shaft 5 has a first drive gear 4 fixedly mounted on it; The second gear shaft 9 has a second drive gear 8 fixed on it, and the first gear shaft 5 is arranged parallel to the second gear shaft 9. The first gear shaft 5 and the second gear shaft 9 rotate synchronously via a synchronous belt or gear transmission mechanism.

[0085] By setting the first drive gear 4 and the second drive gear 8 on a parallel shaft system and achieving synchronous rotation speed, it is ensured that the two rotate in the same direction and at the same speed; it ensures precise phase matching during meshing switching, reduces power transmission gap, and improves transmission continuity and system response accuracy.

[0086] The connection between the first drive gear 4 and the first gear shaft 5 can be achieved through a flange or spline connection. Similarly, the connection between the second drive gear 8 and the second gear shaft 9 can also be achieved through a flange or spline connection to ensure stable torque transmission during the transmission process, while also facilitating assembly and maintenance.

[0087] Alternatively, the first drive gear 4 can be directly welded to the first gear shaft 5, and the second drive gear 8 can be directly welded to the second gear shaft 9 to enhance the connection rigidity and reduce the risk of loosening under high-speed operation.

[0088] In some embodiments, the engine structure further includes: The first transmission gear 1 is disposed at the first end of the first gear shaft 5; The second transmission gear 3 is disposed at the first end of the second gear shaft 9; The idler gear 2 meshes with the first transmission gear 1 and the second transmission gear 3 to achieve synchronous and co-rotation of the first gear shaft 5 and the second gear shaft 9.

[0089] Through the intermediate transmission action of the idler gear 2, it is ensured that the first transmission gear 1 and the second transmission gear 3 rotate in the same direction and have the same speed, thereby maintaining the phase coordination between the first drive gear 4 and the second drive gear 8 during the alternating meshing process.

[0090] Meanwhile, during the power stroke, since the connecting rod rack assembly 10 only contacts and transmits power to the meshing section of the second drive gear 8, the first drive gear 4 is in the gap section avoidance state. In order to ensure that both the first gear shaft 5 and the second gear shaft 9 can transmit power outward as output shafts, the synchronous transmission of the gear transmission mechanism enables the first gear shaft 5 to output power synchronously when the second drive gear 8 is working, thereby improving the power utilization efficiency.

[0091] In some embodiments, the engine structure further includes: The first motor 6 is disposed at the second end of the first gear shaft 5; The second motor 7 is located at the second end of the second gear shaft 9; Both the first motor 6 and the second motor 7 include a driving mode and a power generation mode. In the driving mode, the first motor 6 and the second motor 7 independently drive the first gear shaft 5 and the second gear shaft 9 to rotate, respectively; and when the piston assembly 11 is in the power stroke, the first motor 6 and the second motor 7 switch to the power generation mode.

[0092] In drive mode, the first motor 6 and the second motor 7 independently drive the first gear shaft 5 and the second gear shaft 9 to rotate, respectively. Specifically, during the intake stroke, the second motor 7 starts and drives the second gear shaft 9 to rotate, which in turn drives the second drive gear 8 to rotate. This drives the piston assembly 11 downward through the connecting rod rack assembly 10 to complete the intake stroke. When entering the compression stroke, the first motor 6 starts and drives the first gear shaft 5 to rotate, which in turn drives the first drive gear 4 to rotate. This causes the connecting rod rack assembly 10 to move upward and compress the gas mixture in the cylinder. During the ignition and power stroke, fuel combustion pushes the piston downward. The connecting rod rack assembly 10 meshes with the second drive gear 8 to transmit power. The second motor 7 switches to generator mode to generate electricity. Simultaneously, because the first gear shaft 5 and the second gear shaft 9 rotate synchronously, the first motor 6 also switches to generator mode to generate electricity. During the exhaust stroke, the first motor 6 starts again to drive the first drive gear 4, which drives the connecting rod rack assembly 10 upward to complete the exhaust stroke. In this way, the four-stroke cycle repeats, achieving efficient operation under electromechanical coordinated control. By intelligently switching between the first motor 6 and the second motor 7 in drive and power generation modes, not only is the power connection between each stroke smooth, but the energy of the power stroke is also fully utilized to make the motor rotate and generate electricity, converting the chemical energy of combustion into electrical energy.

[0093] Additionally, the first gear shaft 5 and the second gear shaft 9 can be directly connected to external loads or coupled to a transmission system to adapt to the power output requirements under different working conditions. During the non-power stroke, the motor drives the motor to maintain the operating inertia, while during the power stroke, the explosive torque is evenly transmitted to both output ends through the gear synchronization mechanism. At the same time, the motor generates electricity to achieve energy recovery, further improving the overall efficiency of the machine.

[0094] The connection between the first motor 6 and the first gear shaft 5 can be achieved through a flange or spline connection. Similarly, the connection between the second motor 7 and the second gear shaft 9 can also be achieved through a flange or spline connection to ensure stable torque transmission during the transmission process, while also facilitating assembly and maintenance.

[0095] In some embodiments, the piston assembly 11 is adapted to divide the cylinder chamber 13 into a power chamber 131 and an air spring chamber 132, and the power chamber 131 and the air spring chamber 132 are sealed and separated by the piston assembly 11. The air in the air spring chamber 132 is suitable as an elastic reset medium, which is compressed and stores energy when the piston assembly 11 moves toward the bottom of the cylinder chamber 13, and releases energy when the piston assembly 11 returns to the top of the cylinder chamber 13.

[0096] As the piston assembly 11 reciprocates within the cylinder chamber 13, the compressed air in the air spring chamber 132 releases its elastic potential energy when the piston moves upward, assisting in pushing the piston towards the top of the cylinder, reducing the input power required by the drive motor, and providing buffering during downward movement. Compression forms damping, effectively reducing mechanical shock and vibration, and storing elastic potential energy for release and utilization in subsequent strokes, thereby improving system response speed and energy utilization efficiency.

[0097] In some embodiments, the cylinder body 12 includes four cylinder chambers 13, each cylinder chamber 13 is provided with a piston assembly 11, and each piston assembly 11 is connected to a corresponding first drive gear 4 and second drive gear 8 via a connecting rod rack group 10. The four piston assemblies 11 alternately perform the power stroke. The four first drive gears 4 are all connected to the same first gear shaft 5 and rotate synchronously, and the four second drive gears 8 are all connected to the same second gear shaft 9 and rotate synchronously.

[0098] By setting four cylinder chambers 13 in the cylinder block 12 and arranging four piston assemblies 11 in an alternating manner to perform intake, compression, power and exhaust strokes in sequence, a four-cylinder four-stroke cycle collaborative working mode is formed. The power interval of each cylinder is uniform, which effectively reduces speed fluctuation and improves the smoothness of operation.

[0099] According to an embodiment of this application, another aspect provides an engine structure operation method, applied to the engine structure described above; the engine structure operation method includes the following steps: The second motor 7 is started to drive the second gear shaft 9 to rotate, which in turn drives the second drive gear 8 to rotate. Through the connecting rod and rack group 10, the corresponding piston assembly 11 is driven to move down a distance S1, thus completing the intake stroke. When the piston assembly 11 approaches the bottom dead center, the drive mode of the second motor 7 is stopped, and the first motor 6 is started to drive the first gear shaft 5 to rotate, which in turn drives the first drive gear 4 to rotate. Through the connecting rod and rack assembly 10, the piston assembly 11 is pushed upward to complete the compression stroke. When the piston assembly 11 approaches the top dead center, the drive mode of the first motor 6 is stopped, the fuel medium in the power chamber 131 is ignited, and the piston assembly 11 is pushed down a distance S2 to enter the power stroke. At this time, the first motor 6 and the second motor 7 switch to the power generation mode. When the piston assembly 11 approaches the bottom dead center, the first motor 6 restarts and switches to drive mode, driving the piston assembly 11 upward to complete the exhaust stroke. Then it enters the next working cycle, realizing the continuous operation of the intake stroke, compression stroke, power stroke and exhaust stroke; Where S2 > S1.

[0100] The engine structure operation method of this application achieves continuous operation between each stroke by precisely controlling the driving timing and mode switching of the first motor and the second motor, and makes the stroke S2 ​​of the power stroke greater than the stroke S1 of the intake stroke, thereby achieving the thermodynamic advantage of the expansion ratio being greater than the compression ratio and improving energy conversion efficiency.

[0101] In some embodiments, during the intake stroke, when the piston assembly 11 moves downward, the air spring chamber 132 is gradually compressed, allowing the internal gas to store elastic potential energy; when the piston assembly 11 moves upward for the compression stroke, the air spring chamber 132 releases the stored elastic potential energy, assisting in pushing the piston assembly 11 back. During the power stroke, as the piston assembly 11 moves downward, the air spring chamber 132 is compressed again, and the internal gas stores elastic potential energy. Subsequently, during the exhaust stroke, the piston assembly 11 moves upward to push the exhaust gas out, and the air spring chamber 132 releases the stored elastic potential energy, which helps to push the piston assembly 11 back.

[0102] By periodically storing and releasing the elastic potential energy of the air spring cavity, the energy consumption of the motor during the compression and exhaust strokes is effectively reduced, further improving the overall thermal efficiency of the system.

[0103] According to embodiments of this application, in another aspect, a carrier is also provided, comprising: The vehicle body, and the engine structure as described above, mounted on the vehicle body.

[0104] The vehicle described in this application achieves efficient energy conversion and low energy consumption through the aforementioned engine structure, thereby improving engine thermal efficiency, enhancing adaptability and fuel economy in the vehicle, and is particularly suitable for electric vehicle range extender systems or hybrid power platforms.

[0105] The vehicle described in this application can be a passenger car, commercial vehicle, motorcycle or special vehicle, and can also be applied to aircraft, ships and power generation equipment.

[0106] Obviously, the above embodiments are merely examples for clear illustration and are not intended to limit the implementation. Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by this application.

Claims

1. An engine structure, characterized in that, include: The cylinder block (12) has at least one cylinder chamber (13) formed therein. Piston assembly (11) is disposed in the cylinder chamber (13) and adapted to reciprocate along the axial direction of the cylinder chamber (13); A connecting rod rack assembly (10) is connected to the piston assembly (11), and rack portions are provided on both sides of the connecting rod rack assembly (10); A drive gear, wherein the drive gear is provided with meshing sections spaced apart in the circumferential direction; When in the compression stroke, the number of meshing teeth between the meshing section and the rack is n1. When in the expansion stroke, the number of meshing teeth between the meshing section and the rack is n2, and n1 < n2.

2. The engine structure according to claim 1, characterized in that, The meshing section in which the number of teeth of the rack portion is greater than the maximum number of teeth of the drive gear.

3. The engine structure according to claim 1, characterized in that, The connecting rod rack assembly (10) has a first rack portion (102) and a second rack portion (103) formed on opposite sides respectively. The drive gear includes a first drive gear (4) and a second drive gear (8). The first drive gear (4) has at least a first gear engagement section (41) and a first gear disengagement section (42) formed around its outer peripheral surface. The first gear engagement section (41) is adapted to engage with the first rack portion (102) for transmission, and the first gear disengagement section (42) is adapted to disengage from the first rack portion (102) within a first preset angle range. The second drive gear (8) has at least a second gear engagement section (81) and a second gear disengagement section (82) formed around its outer peripheral surface. The second gear engagement section (81) is adapted to engage with the second rack portion (103) for transmission, and the second gear disengagement section (82) is used to disengage from the second rack portion (103) within a second preset angle range. The first gear meshing section (41) and the second gear meshing section (81) are staggered and alternately mesh with the connecting rod rack assembly (10); The meshing stroke length between the first gear meshing section (41) and the connecting rod rack group (10) is A1, in mm; the meshing stroke length between the second gear meshing section (81) and the connecting rod rack group (10) is B1, in mm, wherein A1 < B1.

4. The engine structure according to claim 3, characterized in that, The first drive gear (4) also has a first gear two meshing section (43) and a first gear two empty section (44) formed around its outer peripheral surface. The first gear two meshing section (43) is adapted to mesh with the first rack part (102) for transmission, and the first gear two empty section (44) is adapted to disengage from the first rack part (102) within a third preset angle range. The first gear meshing section (41), the first gear gap section (42), the first gear meshing section (43), and the first gear gap section (44) are arranged alternately in sequence; The meshing stroke length between the first gear second meshing section (43) and the connecting rod rack group (10) is A2, in mm; wherein, A1 < A2.

5. The engine structure according to claim 4, characterized in that, The second drive gear (8) also has a second gear two-meshing section (83) and a second gear two-loose section (84) formed around its outer peripheral surface. The second gear two-meshing section (83) is adapted to mesh with the second rack portion (103) for transmission, and the second gear two-loose section (84) is adapted to disengage from the second rack portion (103) within a fourth preset angle range. The second gear first meshing section (81), the second gear first gap section (82), the second gear second meshing section (83), and the second gear second gap section (84) are arranged alternately in sequence; The meshing stroke length between the second gear second meshing section (83) and the connecting rod rack group (10) is B2, in mm; wherein, B2 < B1.

6. The engine structure according to claim 5, characterized in that, The first drive gear (4) and the second drive gear (8) rotate in the same direction and at the same speed; the first drive gear (4) and the second drive gear (8) alternately mesh with the connecting rod rack group (10) for transmission; When the first meshing section (81) of the second gear meshes with the connecting rod rack assembly (10), the first empty section (42) of the first gear corresponds to the connecting rod rack assembly (10) and is in a non-meshing state; When the first gear second meshing section (43) meshes with the connecting rod rack group (10), the second gear second empty section (84) corresponds to the connecting rod rack group (10) and is in a non-meshing state; When the second gear meshing section (83) meshes with the connecting rod rack assembly (10), the first gear empty section (44) corresponds to the connecting rod rack assembly (10) and is in a non-meshing state. When the first gear engagement segment (41) engages with the connecting rod rack assembly (10), the second gear non-engaging segment (82) corresponds to the connecting rod rack assembly (10) and is in a non-engaging state.

7. The engine structure according to claim 3, characterized in that, Also includes: The first gear shaft (5) has the first drive gear (4) fixed on it. The second gear shaft (9) is fixed with the second drive gear (8), and the first gear shaft (5) is arranged parallel to the second gear shaft (9); The first gear shaft (5) and the second gear shaft (9) rotate synchronously through a synchronous belt or gear transmission mechanism; The engine structure also includes: The first transmission gear (1) is disposed at the first end of the first gear shaft (5); The second transmission gear (3) is disposed at the first end of the second gear shaft (9); The idler gear (2) meshes with both the first transmission gear (1) and the second transmission gear (3) to achieve synchronous and co-rotation of the first gear shaft (5) and the second gear shaft (9); The engine structure also includes: The first motor (6) is located at the second end of the first gear shaft (5); The second motor (7) is located at the second end of the second gear shaft (9); Both the first motor (6) and the second motor (7) include a driving mode and a power generation mode. In the driving mode, the first motor (6) and the second motor (7) independently drive the first gear shaft (5) and the second gear shaft (9) to rotate. When the piston assembly (11) is in the power stroke, the first motor (6) and the second motor (7) switch to the power generation mode.

8. The engine structure according to any one of claims 1 to 7, characterized in that, The piston assembly (11) is adapted to divide the cylinder chamber (13) into a power chamber (131) and an air spring chamber (132), and the power chamber (131) and the air spring chamber (132) are sealed and separated by the piston assembly (11); The air in the air spring chamber (132) is adapted to act as an elastic reset medium, which is compressed and stores energy as the piston assembly (11) moves toward the bottom of the cylinder chamber (13), and releases energy as the piston assembly (11) returns to the top of the cylinder chamber (13).

9. The engine structure according to any one of claims 3 to 7, characterized in that, The cylinder body (12) includes four cylinder chambers (13), each cylinder chamber (13) is provided with a piston assembly (11), and each piston assembly (11) is connected to the corresponding first drive gear (4) and second drive gear (8) via a connecting rod rack group (10). The four piston assemblies (11) alternately perform the power stroke.

10. A method for operating an engine structure, characterized in that, Applied to an engine structure as described in any one of claims 1 to 9; the method of operating the engine structure includes the following steps: The second motor (7) is started to drive the second gear shaft (9) to rotate, which in turn drives the second drive gear (8) to run. Through the connecting rod rack group (10), the corresponding piston assembly (11) moves down a distance S1, in mm, to complete the intake stroke. When the piston assembly (11) approaches the bottom dead center, the drive mode of the second motor (7) is stopped, and the first motor (6) is started to drive the first gear shaft (5) to rotate, thereby driving the first drive gear (4) to rotate. The piston assembly (11) is pushed upward through the connecting rod rack group (10) to complete the compression stroke. When the piston assembly (11) approaches the top dead center, the drive mode of the first motor (6) is stopped, and the fuel medium in the power chamber (131) is ignited. The piston assembly (11) is pushed down a distance S2, in mm, and enters the power stroke. At this time, the first motor (6) and the second motor (7) switch to the power generation mode. When the piston assembly (11) approaches the bottom dead center, the first motor (6) restarts and switches to drive mode, driving the piston assembly (11) upward to complete the exhaust stroke; Then it enters the next working cycle, realizing the continuous operation of the intake stroke, compression stroke, power stroke and exhaust stroke; Where S2 > S1.

11. The engine structure operation method according to claim 10, characterized in that, During the intake stroke, as the piston assembly (11) moves downward, the air spring chamber (132) is gradually compressed, allowing the internal gas to store elastic potential energy. When the piston assembly (11) moves upward during the compression stroke, the air spring chamber (132) releases the stored elastic potential energy, assisting in pushing the piston assembly (11) back to its starting position. During the power stroke, when the piston assembly (11) moves downward, the air spring chamber (132) is compressed again, and the internal gas stores elastic potential energy; then during the exhaust stroke, the piston assembly (11) moves upward to push the exhaust gas out, and the air spring chamber (132) releases the stored elastic potential energy to help push the piston assembly (11) back.

12. A vehicle, characterized in that, include: The vehicle body, and the engine structure disposed on the vehicle body as described in any one of claims 1 to 9.

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