Airflow control structure of integrated air compressor of two-stroke heavy oil engine

Abstract

The invention discloses an airflow control structure of an integrated air compressor of a two-stroke heavy oil engine. A rear half crankshaft of the engine is rotationally mounted on a crankshaft mounting part, and a first air inlet hole penetrating front and back is formed in the lower part of the rear half crankshaft; the cylinder cover is arranged at the lower end of the engine rear box body; the lower portion of the cylinder sleeve is fixedly embedded in the cylinder cover, the upper portion of the cylinder sleeve is embedded in a lower end inner cavity of an engine rear box body, a first gap is formed between the top end of the cylinder sleeve and the lower end inner cavity of the engine rear box body, a flange matched with the engine rear box body is arranged on the outer side wall of the middle of the cylinder sleeve, and a plurality of vertically-through annular air inlet grooves are evenly distributed in the side, close to the outer side wall of the cylinder sleeve, of the flange. A plurality of second air inlet holes are formed below the flange; the upper end of the connecting rod is movably connected with the rear half crankshaft; the valve plate is fixed to the bottom of an inner cavity of the cylinder cover through a spring and arranged in a first groove in the bottom of the cylinder sleeve, and a second gap is formed between the outer edge of the valve plate and the first groove. A first cavity is defined by the engine rear box body, the crankcase cover plate and the cylinder cover.

Description

Technical Field

[0001] This invention relates to the field of two-stroke heavy oil engine technology, and in particular to an airflow control structure for an integrated air compressor of a two-stroke heavy oil engine. Background Technology

[0002] Two-stroke heavy-oil engines, with their core advantages of high power density, long range, compact structure, and heavy-duty performance, are widely used in fields with stringent requirements for power performance and reliability, such as marine transportation, construction machinery, and generator sets. Especially in scenarios such as ocean-going vessel main engines, heavy excavators, and emergency backup power generation equipment, the two-stroke heavy-oil engine, as the core power source, directly determines the operational efficiency and safety performance of the entire system. The air compressor, as a core auxiliary component of the two-stroke heavy-oil engine's intake system, bears the crucial responsibility of providing high-pressure compressed air to the engine cylinders. Its performance is closely related to the engine's intake air quality, combustion efficiency, power output, and emissions. Among these factors, the stability of the airflow inside the air compressor and its compression efficiency are key elements affecting its performance. Stable airflow ensures that the engine cylinders receive a uniform and sufficient intake volume, guaranteeing complete fuel combustion and thus improving the engine's power output stability; conversely, airflow fluctuations directly disrupt the engine's working cycle, affecting overall operational efficiency.

[0003] Existing air compressors for two-stroke heavy-oil engines generally suffer from inadequate airflow control design, making them ill-suited to the high-frequency reciprocating operating conditions of the engine. Specifically, most existing air compressors employ a single intake path design with an unreasonable intake channel layout, resulting in uneven airflow distribution within the compression chamber. This easily leads to localized pressure differences and turbulence, reducing compression efficiency and causing compressed air pressure fluctuations. Simultaneously, the exhaust structures of existing air compressors often use fixed valve groups or simple mechanical drives, causing exhaust response speeds to lag behind the high-frequency piston movement. This results in increased exhaust resistance and obstructed exhaust flow, further exacerbating airflow instability. These combined problems prevent the compressed air pressure and flow rate from accurately matching the changing operating conditions of the two-stroke heavy-oil engine, thus affecting the engine's intake air quality and combustion stability. This leads to fluctuations in engine power output, increased fuel consumption, and even shortened engine and air compressor lifespan, becoming a key bottleneck restricting the overall improvement of the operating efficiency of two-stroke heavy-oil engines.

[0004] The above background information is provided only to aid in understanding the concept and technical solution of this invention. It does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this patent application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0005] The purpose of this invention is to propose an airflow control structure for an integrated air compressor for a two-stroke heavy oil engine, in order to solve the technical problems of uneven intake distribution, high exhaust resistance, poor airflow stability, and large fluctuations in compression efficiency in the prior art.

[0006] Therefore, this invention proposes an airflow control structure for an integrated air compressor for a two-stroke heavy oil engine.

[0007] Preferably, the present invention may also have the following technical features:

[0008] An airflow control structure for an integrated air compressor for a two-stroke heavy oil engine includes an engine rear housing, a crankcase cover, an air compressor cylinder head, an air compressor cylinder liner, an air compressor piston, an air compressor connecting rod, valve plates, and springs.

[0009] The engine rear housing is vertically provided with a crankshaft mounting part in the middle, and the rear half of the engine crankshaft is rotatably mounted on the crankshaft mounting part; a first air intake hole is provided at the lower part of the crankshaft mounting part, penetrating the crankshaft mounting part from front to back;

[0010] The air compressor cylinder head is located at the lower end of the engine rear housing; the lower part of the air compressor cylinder liner is fixedly embedded in the air compressor cylinder head; the upper part of the air compressor cylinder liner is embedded in the lower end cavity of the engine rear housing, and a first gap is provided between the top of the air compressor cylinder liner and the lower end cavity of the engine rear housing; the outer side wall of the middle part of the air compressor cylinder liner is provided with a flange that matches the engine rear housing, and a plurality of annular air intake grooves that penetrate the flange vertically are evenly distributed on the side of the flange near the outer side wall of the air compressor cylinder liner; below the flange, a plurality of second air intake holes are provided penetrating the outer side wall of the air compressor cylinder liner.

[0011] The upper end of the air compressor connecting rod is movably connected to the end of the rear crankshaft away from the output end crankshaft, and the lower end of the air compressor connecting rod is hinged to the air compressor piston.

[0012] The air compressor piston slides against the inner wall of the air compressor cylinder liner;

[0013] The valve plate is fixed to the bottom of the inner cavity of the air compressor cylinder head by the spring. The valve plate is built into the first groove at the bottom of the air compressor cylinder liner. The outer edge of the valve plate is provided with a second gap from the first groove.

[0014] The engine rear housing, the crankcase cover, and the air compressor cylinder head together form a first cavity for installing the air compressor connecting rod, air compressor cylinder liner, air compressor piston, valve plate, and spring.

[0015] Preferably, two first air intake holes are arranged side by side in the transverse direction at the lower part of the crankshaft mounting section.

[0016] Preferably, the first gap is 0.8~1.5mm.

[0017] Preferably, there is an interruption between adjacent annular air intake slots.

[0018] Preferably, the discontinuity portion has the same length as the annular air intake groove.

[0019] Preferably, the number of the second air inlet holes is the same as the number of the annular air inlet slots.

[0020] Preferably, the projection of the center of the second air inlet on the flange coincides with the centerline of the annular air inlet groove.

[0021] Preferably, the diameter of the second air inlet is smaller than the width of the annular air inlet groove.

[0022] Preferably, the second gap is 0.1~0.5mm.

[0023] The beneficial effects of this invention compared to the prior art include:

[0024] 1. The airflow control structure of this invention, through the integrated enclosure design of the engine rear housing, crankcase cover, and air compressor cylinder head, combined with a multi-path, staged air intake design (a hierarchical layout of a first intake port, a first gap, an annular intake groove on the air compressor cylinder liner, and a second intake port), solves the problem of uneven airflow caused by the traditional single intake path. This ensures sufficient and uniform air distribution within the air compressor cylinder liner, effectively eliminating airflow turbulence and local pressure differences within the compression chamber, and improving compression efficiency. Simultaneously, an exhaust mechanism with elastic linkage between the piston and valve plate is adopted. Through the linkage between the piston's compressed air pressure and the spring's elastic force, the exhaust channel is adaptively opened and closed, significantly reducing exhaust resistance and pressure loss. Furthermore, the layered layout of the annular intake groove and the second intake port on the air compressor cylinder liner, as well as the sealing fit structure between the valve plate and the first groove, ensures the orderly flow of airflow, synchronizing the intake and exhaust circulation with the engine crankshaft rotation. No additional control components are required, precisely adapting to the high-frequency reciprocating operating conditions of a two-stroke heavy oil engine. The overall solution reuses crankcase airflow as the source of supplementary air, reducing airflow transmission loss, simplifying the overall structure, reducing equipment weight and assembly difficulty, effectively improving the collaborative working efficiency and operational reliability of the engine and air compressor, and ultimately ensuring the stability of engine power output.

[0025] 2. The present invention provides two first air intake holes arranged horizontally side by side at the lower part of the crankshaft mounting section, which further enhances the design effect of multi-path staged air intake and can significantly increase the air intake flow rate to meet the air replenishment requirements of a two-stroke heavy oil engine under high-frequency operating conditions. At the same time, the horizontal side by side layout allows the airflow to enter the first cavity evenly from both sides, avoiding the airflow deviation problem caused by single-sided air intake, further improving the uniformity of air intake and laying the foundation for stable air supply in the cylinder liner.

[0026] 3. The present invention provides an intermittent section between adjacent annular air intake slots, so that the annular air intake slots form a segmented structure, which optimizes the layered layout effect of the air compressor cylinder liner channel, can divert and buffer the airflow entering the slot, reduce the impact force when the airflow enters, avoid the airflow from forming circumferential movement in the slot, improve the uniformity of airflow distribution, and thus ensure the stability of air pressure in the compression chamber and reduce pressure loss.

[0027] 4. The present invention sets the length of the discontinuity to be the same as the length of the annular air intake groove, which can keep the airflow carrying capacity of each section of the annular air intake groove consistent, ensure the air intake volume of each section of the air intake groove is balanced, further optimize the airflow distribution effect in the circumferential direction, avoid the compression efficiency fluctuation caused by the local airflow velocity being too fast or too slow, and ensure the uniformity of multi-path staged air intake.

[0028] 5. The number of second air inlets is set to be the same as the number of annular air inlets, realizing a one-to-one airflow distribution mode of "one air inlet corresponding to one section of air inlet". This improves the layered layout logic of the air compressor cylinder liner channel, avoids the convergence of airflow from multiple sections of air inlets in the same air inlet, prevents airflow turbulence, ensures air intake efficiency and uniformity, and ensures sufficient air in the air compressor cylinder liner.

[0029] 6. The projection of the center of the second air intake hole onto the flange is aligned with the centerline of the annular air intake groove, so that the airflow in the annular air intake groove can flow precisely into the second air intake hole along the centerline direction. This eliminates the deflection loss of the airflow before entering the air intake hole, improves the guiding efficiency of multi-path staged air intake, and further reduces the probability of airflow turbulence.

[0030] 7. Setting the diameter of the second air inlet to be smaller than the width of the annular air inlet groove creates a brief stagnation buffer before the airflow enters the second air inlet, reducing the airflow velocity and preventing high-speed airflow from directly impacting the inside of the air compressor cylinder liner, thus improving the integration of the airflow with the internal space of the compression chamber, ensuring the stability of the compression process, and reducing pressure loss. Attached Figure Description

[0031] Figure 1 This is an isometric view of a specific embodiment of the present invention.

[0032] Figure 2 A front view of a specific embodiment of the present invention.

[0033] Figure 3 This invention follows Figure 2 A sectional view of BB section.

[0034] Figure 4 Axonometric view of the rear housing of the engine of this invention, viewed from the bottom.

[0035] Figure 5 Axonometric view of the air compressor cylinder liner of this invention.

[0036] Figure 6 This invention Figure 3 A magnified view of point A in the middle.

[0037] Figure 7 This invention follows Figure 2 A cross-sectional view of the UU section (the air compressor piston is at top dead center).

[0038] Figure 8 This invention follows Figure 2 A cross-sectional view of the UU section (the air compressor piston is at the bottom dead center).

[0039] Explanation of reference numerals in the attached drawings: 1-Engine rear housing; 101-Crankshaft mounting part; 102-First air intake port; 103-First through hole; 104-Second groove; 2-Crankshaft case cover plate; 3-Air compressor cylinder head; 301-Cylinder; 302-Second through hole; 4-Air compressor cylinder liner; 401-Flange; 402-Annular air intake groove; 403-Second air intake port; 404-First groove; 405-Discontinuity; 406-Protrusion; 5-Air compressor piston; 6-Air compressor connecting rod; 7-Valve plate; 8-Spring; 9-Rear half crankshaft; 91-Boss; 92-Eccentric shaft; 10-First clearance; 11-Output half crankshaft; 12-Second clearance; 13-First cavity; 14-Lug. Detailed Implementation

[0040] The present invention will now be described in further detail with reference to specific embodiments and the accompanying drawings. It should be emphasized that the following description is merely exemplary and is not intended to limit the scope or application of the present invention.

[0041] Non-limiting and non-exclusive embodiments will be described with reference to the following figures, wherein the same reference numerals denote the same parts unless otherwise specifically stated.

[0042] The following is in conjunction with the appendix Figures 1-8 This invention provides a detailed description of the airflow control structure of an integrated air compressor for a two-stroke heavy oil engine. This embodiment is used in a lightweight two-stroke heavy oil engine for small unmanned aerial vehicles.

[0043] This embodiment provides an airflow control structure for an integrated air compressor for a two-stroke heavy oil engine, including an engine rear housing 1, a crankcase cover 2, an air compressor cylinder head 3, an air compressor cylinder liner 4, an air compressor piston 5, an air compressor connecting rod 6, a valve plate 7, and a spring 8.

[0044] like Figures 3-6As shown, a crankshaft mounting part 101 is vertically provided in the middle of the engine rear housing 1, and the rear half crankshaft 9 of the engine is rotatably mounted on the crankshaft mounting part 101. A first air intake hole 102 is provided at the lower part of the crankshaft mounting part 101, penetrating from front to back through the crankshaft mounting part 101. The first air intake hole 102 connects the internal cavity of the engine crankcase with the first cavity 13 of the air compressor. Specifically, a first through hole 103 is provided in the middle of the crankshaft mounting part 101. A boss 91 is integrated on the rear half crankshaft 9. The boss 91 is provided through the first through hole 103 and protrudes from the crankshaft mounting part 101. An eccentric shaft 92 is provided on the rear end face of the boss 91. The axis of the eccentric shaft 92 is parallel to the axis of the crankshaft.

[0045] Specifically, such as Figures 3-6 As shown, the air compressor cylinder head 3 is located at the lower end of the engine rear housing 1, as... Figure 2 As shown, lugs 14 can be provided at the lower ends of both the air compressor cylinder head 3 and the engine rear housing 1. Bolts are used to fix the two together through the lugs 14. A sealing structure is provided at the contact surface between the air compressor cylinder head 3 and the engine rear housing 1. The lower part of the air compressor cylinder liner 3 is fixedly embedded in the air compressor cylinder head 3; the upper part of the air compressor cylinder liner 3 is embedded in the lower end cavity of the engine rear housing 1. A first gap 10 is provided between the top of the air compressor cylinder liner 3 and the lower end cavity of the engine rear housing 1. Specifically, the first gap 10 is 0.8~1.5mm. This gap range has been verified by multiple tests. It can ensure the smooth passage of airflow and effectively reserve space for the thermal expansion of the air compressor cylinder liner 4. The air compressor cylinder liner 4 will not be stuck with the engine rear housing 1, and at the same time, it avoids the increase of airflow resistance due to excessive gap. The outer wall of the middle part of the air compressor cylinder liner 4 is provided with a flange 401 that matches the engine rear housing 1. A second groove 104 is provided at the lower end of the engine rear housing 1 corresponding to the flange 401. The flange 401 and the second groove 104 are fitted with a clearance fit. Bolts pass through the lug 14 to lock the engine rear housing 1 and the air compressor cylinder head 3, and at the same time lock the air compressor cylinder liner 4. Several annular air intake grooves 402 that penetrate the flange 401 vertically are evenly distributed on the side of the flange 401 near the outer wall of the air compressor cylinder liner 4. Several second air intake holes 403 are provided below the flange 401, penetrating the outer wall of the air compressor cylinder liner 4.

[0046] Specifically, such as Figures 3-6As shown, the upper end of the air compressor connecting rod 6 is movably connected to the end of the rear crankshaft 9 away from the output end crankshaft 11, and the lower end of the air compressor connecting rod 6 is hinged to the air compressor piston 5; the air compressor piston 5 is in sliding fit with the inner wall of the air compressor cylinder liner 4. Specifically, the air compressor connecting rod 6 is connected to the eccentric shaft 92 integrated on the rear crankshaft 9. That is, when the crankshaft rotates, the eccentric shaft 92 rotates in a circle around the axis of the crankshaft, and then transmits force to the air compressor piston 5 through the air compressor connecting rod 6, causing the air compressor piston 5 to reciprocate in the up-down direction.

[0047] Specifically, such as Figures 3-7 As shown, the valve plate 7 is fixed to the bottom of the inner cavity of the air compressor cylinder head 3 by the spring 8. A cylinder 301 can be provided at the bottom of the inner cavity of the air compressor cylinder head 3, and the spring 8 is sleeved on the outside of the cylinder 301 to position the spring 8. The valve plate 7 is built into the first groove 404 at the bottom of the air compressor cylinder liner 4, and the outer edge of the valve plate 7 has a second gap 12 with the first groove 404. Specifically, the second gap 12 is 0.1~0.5mm. As the air compressor piston 5 moves up and down, and under the action of the spring 8, the valve plate 7 can move up and down within the first groove 404 to seal or open the bottom of the air compressor cylinder liner 4. Figure 3 and 6 As shown, a ring of protrusions 406 can be provided at the bottom of the first groove 404 and on the side wall of the groove away from the first groove 404.

[0048] Specifically, such as Figures 3-8 As shown, the engine rear housing 1, the crankcase cover 2, and the air compressor cylinder head 3 together form a first cavity 13 for installing the air compressor connecting rod 6, the air compressor cylinder liner 4, the air compressor piston 5, the valve plate 7, and the spring 8.

[0049] In some examples of this embodiment, such as Figure 3 and 4 As shown, two first air intake holes 102 are arranged horizontally side by side at the lower part of the crankshaft mounting portion 101. This increases the intake flow rate to meet the air replenishment requirements under high-frequency engine operating conditions. The horizontally arranged layout allows airflow to enter the first cavity 13 evenly from both sides, avoiding airflow deviation caused by unilateral intake and further improving intake uniformity.

[0050] In other examples of this embodiment, such as Figure 3 and 5As shown, an interruption 405 is provided between adjacent annular air intake slots 402. The interruption 405 makes the annular air intake slots 402 form a segmented structure, which can divert and buffer the airflow, reducing the impact force when the airflow enters. The interruption 405 has the same length as the annular air intake slot 402, so that the air intake volume of each segment of the annular air intake slot 402 is consistent, further improving the uniformity of airflow distribution and avoiding local airflow velocity being too fast or too slow. The number of second air intake holes 403 is the same as the number of annular air intake slots 402. The projection of the center of the second air intake hole 403 on the flange 401 coincides with the centerline of the annular air intake slot 402. That is to say, the second air intake hole 403 is located directly below the annular air intake slot 402, so that the airflow of each segment of the annular air intake slot 402 precisely corresponds to the corresponding second air intake hole 403, realizing one-to-one airflow distribution, avoiding airflow convergence or diversion in the slot, and ensuring air intake efficiency and uniformity. The diameter of the second air inlet 403 is smaller than the width of the annular air inlet groove 402, which allows the airflow to form a certain stagnation buffer before entering the second air inlet 403, reducing the airflow velocity and avoiding turbulence caused by high-speed airflow impacting the inside of the air compressor cylinder liner 4, while improving the integration of the airflow with the internal space of the air compressor cylinder liner 4.

[0051] The following is in conjunction with the appendix Figures 1-8 The specific working process of the above structure is introduced, and the intake and exhaust processes are explained in conjunction with the piston dead center of the air compressor in this application.

[0052] 1. The air compressor piston 5 moves from the bottom dead center (top of the air compressor cylinder liner 4) to the top dead center (bottom of the air compressor cylinder liner 4).

[0053] As the air compressor piston 5 moves from the top of the air compressor cylinder liner 4 to the bottom of the air compressor cylinder liner 4, the volume of the chamber between the air compressor piston 5 and the top of the air compressor cylinder liner 4 gradually increases, and the air pressure inside the chamber decreases, forming a negative pressure zone. At the same time, the volume of the chamber between the air compressor piston 5 and the bottom of the air compressor cylinder liner 4 gradually decreases. Under the action of negative pressure, the airflow inside the engine crankcase enters the upper part of the first cavity 13 through the first air intake hole 102 at the lower part of the crankshaft mounting part 101 of the engine rear housing 1, and then sequentially passes through the first gap 10 between the top of the air compressor cylinder liner 4 and the lower end of the inner cavity of the engine rear housing 1, the annular air intake groove 402 on the flange 401, and the second air intake hole 403 on the side wall of the air compressor cylinder liner 4, and is sucked into the chamber between the air compressor piston 5 and the top of the air compressor cylinder liner 4, completing the intake action. As the air compressor piston 5 continues to move downwards, it gradually blocks the second air intake hole 403 on the outer wall of the air compressor cylinder liner 4, thus obstructing the air intake passage. At this time, the air compressor piston 5 continuously compresses the air between itself and the bottom of the air compressor cylinder liner 4, causing the air pressure in this area to continuously increase. The high-pressure air exerts a downward thrust on the valve plate 7. When the thrust overcomes the elastic force of the spring, it pushes the valve plate 7 downwards, creating an opening and closing gap between the valve plate 7 and the bottom of the air compressor cylinder liner 4. The high-pressure gas at the bottom of the air compressor piston 5 first passes through this opening and closing gap, then through the second gap 12 between the outer edge of the valve plate 7 and the first groove 404, and enters the engine intake system through the second through hole 302 at the bottom of the air compressor cylinder head 3. After exhaust, the air pressure inside the air compressor cylinder liner 4 decreases, the spring 8 returns to its original position, pushing the valve plate 7 back to adhere to the bottom of the air compressor cylinder liner 4, closing the exhaust passage and completing the exhaust cycle.

[0054] 2. The air compressor piston 5 moves from the top dead center (bottom end of the air compressor cylinder liner 4) to the bottom dead center (top end of the air compressor cylinder liner 4).

[0055] The volume of the chamber between the air compressor piston 5 and the top of the air compressor cylinder liner 4 gradually decreases, and the air inside the chamber is continuously compressed, causing the air pressure to rise. The air is temporarily stored in the annular intake groove 402 on the flange 401. (To explain, when the air compressor piston 5 moves from the top dead center to the bottom dead center of the top of the air compressor cylinder liner 4, the air compressor piston 5 actively compresses the air in the upper chamber, and the air pressure in the chamber rises synchronously with the volume reduction, forming a high-pressure zone; the inside of the engine crankcase is only at normal operating pressure or slightly positive pressure, and the air pressure is much lower than the high pressure in the upper chamber of the air compressor piston 5, so the airflow follows the rule of "high pressure to low pressure flow".) Therefore, at this time, the air above the air compressor piston 5 will only move towards the annular intake groove 402 with lower air pressure. The discontinuity 405 between the adjacent grooves of the annular intake groove 402 can block the circumferential movement of the airflow, further enhance the airflow storage effect of the groove, and avoid disorderly diffusion of the airflow. When the air compressor piston 5 moves to the bottom dead center (the top of the air compressor cylinder liner 4), the air compressor piston 5 no longer blocks the second intake port 403. The air temporarily stored in the annular intake groove 402 enters the space between the air compressor piston 5 and the bottom of the air compressor cylinder liner 4 through the second intake port 403, and reserves the air source for the next compression and exhaust action.

[0056] Those skilled in the art will recognize that numerous variations are possible with respect to the above description, and the embodiments and figures are merely for describing one or more specific implementations.

[0057] Although exemplary embodiments of the invention have been described and illustrated, those skilled in the art will understand that various changes and substitutions can be made thereto without departing from the spirit of the invention. Furthermore, many modifications can be made to adapt specific situations to the doctrine of the invention without departing from the central concepts of the invention described herein. Therefore, the invention is not limited to the specific embodiments disclosed herein, but may include all embodiments and equivalents that fall within the scope of the invention.

Claims

1. An airflow control structure for an integrated air compressor of a two-stroke heavy oil engine, characterized in that, This includes the engine rear housing, crankcase cover, air compressor cylinder head, air compressor cylinder liner, air compressor piston, air compressor connecting rod, valve plates, and springs. The engine rear housing is vertically provided with a crankshaft mounting part in the middle, and the rear half of the engine crankshaft is rotatably mounted on the crankshaft mounting part; a first air intake hole is provided at the lower part of the crankshaft mounting part, penetrating the crankshaft mounting part from front to back; The air compressor cylinder head is located at the lower end of the engine rear housing; the lower part of the air compressor cylinder liner is fixedly embedded in the air compressor cylinder head; the upper part of the air compressor cylinder liner is embedded in the lower end cavity of the engine rear housing, and a first gap is provided between the top of the air compressor cylinder liner and the lower end cavity of the engine rear housing; the outer side wall of the middle part of the air compressor cylinder liner is provided with a flange that matches the engine rear housing, and a plurality of annular air intake grooves that penetrate the flange vertically are evenly distributed on the side of the flange near the outer side wall of the air compressor cylinder liner; below the flange, a plurality of second air intake holes are provided penetrating the outer side wall of the air compressor cylinder liner. The upper end of the air compressor connecting rod is movably connected to the end of the rear crankshaft away from the output end crankshaft, and the lower end of the air compressor connecting rod is hinged to the air compressor piston. The air compressor piston slides against the inner wall of the air compressor cylinder liner; The valve plate is fixed to the bottom of the inner cavity of the air compressor cylinder head by the spring. The valve plate is built into the first groove at the bottom of the air compressor cylinder liner. The outer edge of the valve plate is provided with a second gap from the first groove. The engine rear housing, the crankcase cover, and the air compressor cylinder head together form a first cavity for installing the air compressor connecting rod, air compressor cylinder liner, air compressor piston, valve plate, and spring.

2. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 1, characterized in that, Two first air intake holes are arranged horizontally side by side at the lower part of the crankshaft mounting section.

3. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 1, characterized in that, The first gap is 0.8~1.5mm.

4. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 1, characterized in that, An interruption is provided between adjacent annular air intake slots.

5. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 4, characterized in that, The discontinuity is the same length as the annular air intake groove.

6. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 4, characterized in that, The number of the second air inlet is the same as the number of the annular air inlet slots.

7. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 4, characterized in that, The projection of the center of the second air inlet on the flange coincides with the centerline of the annular air inlet groove.

8. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 4, characterized in that, The diameter of the second air inlet is smaller than the width of the annular air inlet groove.

9. The airflow control structure of the integrated air compressor for a two-stroke heavy oil engine according to claim 1, characterized in that, The second gap is 0.1~0.5mm.

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