Engine cylinder block structure, operation method of engine cylinder block structure, engine and vehicle

Abstract

The invention belongs to the technical field of engines, and particularly discloses an engine cylinder block structure and an operation method thereof, an engine and a vehicle, the engine cylinder block structure comprises a first cylinder and a second cylinder, a first piston is slidably connected in the first cylinder in the axial direction, and a second piston is slidably connected in the second cylinder in the axial direction; the driving assembly is used for driving the first piston and the second piston to slide; the first cylinder is provided with a sealable first air inlet hole and a sealable first air outlet hole, the second cylinder is provided with a sealable second air inlet hole and a sealable second air outlet hole, and the device further comprises a communicating assembly used for communicating the first air outlet hole with the second air inlet hole; the volume of the first cylinder is larger than that of the second cylinder. By the adoption of the scheme, the advantages of a two-stroke engine and a four-stroke engine can be integrated, the variable compression ratio is achieved, the homogeneous compression ignition acting mode of the engine is achieved, and the heat efficiency and acting efficiency of the engine are improved.

Description

Technical Field

[0001] This invention belongs to the field of engine technology, specifically relating to engine cylinder block structure and its operating method, engine and vehicle. Background Technology

[0002] Two-stroke and four-stroke are common engine operating modes. One power cycle of an engine includes four actions: intake, compression, power, and exhaust. A two-stroke engine completes one working cycle by rotating the crankshaft once, meaning the piston needs to move two strokes to complete one power cycle. In contrast, a four-stroke engine completes one working cycle by rotating the crankshaft twice, meaning the piston needs to move four strokes to complete one power cycle.

[0003] While two-stroke engines have a higher power frequency than four-stroke engines, they differ in several ways. A two-stroke engine completes four actions in two strokes, while a four-stroke engine performs each action (intake, compression, power, and exhaust) in a separate stroke. Therefore, two-stroke engines struggle to achieve precise lubrication and control, resulting in lower engine durability, fuel economy, and emissions compared to four-stroke engines. In other words, both two-stroke and four-stroke engines have their advantages and disadvantages. The challenge lies in combining the strengths of both existing technologies—that is, improving power efficiency while ensuring proper lubrication and control—which has become a significant technical hurdle. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an engine cylinder block structure and its operating method, an engine, and a vehicle, in order to meet the need to combine the advantages of existing two-stroke and four-stroke engines and improve engine efficiency.

[0005] According to embodiments of the present invention, the present invention adopts the following technical solution:

[0006] An engine block structure includes a first cylinder and a second cylinder. A first piston is slidably connected to the first cylinder along its axial direction, and a second piston is slidably connected to the second cylinder along its axial direction. The structure also includes a drive assembly for driving the first and second pistons to slide. The first cylinder has a closable first intake port and a closable first exhaust port, and the second cylinder has a closable second intake port and a closable second exhaust port. The structure also includes a connecting assembly for connecting the first exhaust port and the second intake port. The first cylinder is used for intake, and the second cylinder is used to receive the air-fuel mixture discharged from the first cylinder, perform power, and discharge exhaust gas. The volume of the first cylinder is larger than the volume of the second cylinder.

[0007] Compared with the prior art, the present invention has the following beneficial effects:

[0008] In this solution, the conventional engine's single cylinder can complete an individual working cycle. Instead, the first and second cylinders work together to complete the working cycle. That is, the first cylinder completes the intake stroke. Since the volume of the first cylinder is larger than that of the second cylinder, the air-fuel mixture in the first cylinder completes the compression stroke as it enters the second cylinder through the connecting component. Then, after the air-fuel mixture enters the second cylinder, the second cylinder performs the power stroke and the exhaust stroke.

[0009] While the second cylinder performs the power and exhaust strokes, the first cylinder can simultaneously perform the intake and compression strokes of the next working cycle. This means that both the first and second pistons are within two strokes, thus completing the four-stroke working cycle. Furthermore, each action, such as intake, compression, power, and exhaust, is completed by a separate stroke, combining the advantages of existing two-stroke and four-stroke engines. This improves power efficiency while ensuring lubrication and control.

[0010] Furthermore, the first cylinder and the second cylinder are arranged side by side, opposite to each other, or coaxially nested.

[0011] Furthermore, the connecting assembly includes an exhaust pipe connected to the first exhaust port, an intake pipe connected to the second intake port, and an air storage tank connected between the exhaust pipe and the intake pipe.

[0012] Beneficial effects: By adding an air tank between the first and second cylinders, the air-fuel mixture in the first cylinder completes its compression stroke as it enters the air tank. The compression pressure of the air-fuel mixture can be controlled simply by setting the air pressure in the air tank. Simultaneously, the air-fuel mixture has sufficient time and a proper ventilation path to mix evenly as it enters the air tank.

[0013] Furthermore, a pressure relief valve is installed on the gas storage tank.

[0014] Beneficial effects: Since the volume of the first cylinder is larger than that of the second cylinder, a large amount of air-fuel mixture will accumulate in the air tank after the engine has been used for a long time. When the pressure exceeds the set pressure of the air tank, the air-fuel mixture can be discharged through the pressure relief valve.

[0015] Furthermore, a first connecting rod is hinged to the first piston, and a second connecting rod is hinged to the second piston, with the first and second connecting rods facing the same direction; the drive assembly includes a crankshaft and two sets of cranks mounted on the crankshaft for driving the first and second connecting rods respectively, with the angle between the two sets of cranks being 180 degrees.

[0016] Beneficial effects: Due to the design of the air tank, the opening and closing time of the second air intake port can be controlled according to the movement stroke of the second piston in the second cylinder to realize the power and exhaust strokes in the second cylinder, which is unrelated to the movement stroke of the first piston in the first cylinder. Therefore, the angle between the two sets of cranks will not affect the strokes in the first and second cylinders. Designing the angle between the two sets of cranks to 180 degrees can ensure the balance of the crankshaft rotation force.

[0017] Furthermore, the connecting assembly includes a connecting pipe connecting the first exhaust port and the second intake port; a first connecting rod is hinged to the first piston, and a second connecting rod is hinged to the second piston, with the first and second connecting rods facing the same direction; the driving assembly includes a crankshaft and two sets of cranks mounted on the crankshaft for driving the first and second connecting rods respectively, with the acute angle between the two sets of cranks being less than 90 degrees.

[0018] Beneficial effects: In this solution, the structure of the connecting component is simplified, and the first cylinder and the second cylinder are connected only through the connecting pipe. The path of the air-fuel mixture in the first cylinder to the second cylinder is short. In order to improve the power efficiency, so that the second cylinder can do power when the first cylinder is intake, the angle between the two sets of cranks should not be too large.

[0019] Furthermore, the second exhaust port is located on the side wall of the second cylinder near the crankshaft.

[0020] Beneficial effects: By placing the second exhaust port on the side of the second cylinder closer to the crankshaft, as the second piston moves, no exhaust occurs when the second exhaust port is between the second piston and the crankshaft. However, when the second exhaust port is between the second piston and the end of the second cylinder facing away from the crankshaft, the gas in the second cylinder can be discharged through the second exhaust port. In this design, the opening and closing of the second exhaust port is completed by the stroke of the second piston.

[0021] According to embodiments of the present invention, the present invention also employs the following technical solutions:

[0022] The engine block structure operates through four strokes: intake, compression, power, and exhaust. The intake stroke is completed in the first cylinder; the first intake valve opens, the first exhaust valve closes, and the air-fuel mixture enters the first cylinder through the first intake valve. Once the mixture reaches the required volume in the first cylinder, the first intake valve closes. During the compression stroke, the first exhaust valve opens, and the air-fuel mixture in the first cylinder enters the connecting assembly, then the first exhaust valve closes. The intake and compression strokes continue to repeat within the first cylinder. The power stroke is completed in the second cylinder; the second intake valve opens, the second exhaust valve closes, and the connecting assembly... The air-fuel mixture in the assembly enters the second cylinder through the second intake valve. According to the stroke of the second piston, after the air-fuel mixture in the second cylinder reaches a certain compression value, the second intake valve is closed, and the air-fuel mixture performs work in the second cylinder. During the exhaust stroke, the second exhaust valve opens. When the exhaust process reaches 1 / 2 to 1 / 3 of the length of the second cylinder, the second intake valve opens, and the newly entered air-fuel mixture purges the exhaust gas in the second cylinder and is discharged through the second exhaust valve. Then the second exhaust valve is closed, completing the exhaust process. The air-fuel mixture continues to be introduced through the second intake valve, and the power stroke and exhaust stroke are repeated in the second cylinder.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] By controlling the opening and closing time of the second intake valve and coordinating it with the stroke of the second piston, the pressure of the air-fuel mixture entering the second cylinder to perform work is controlled, thereby changing the compression ratio of the air-fuel mixture in the second cylinder and obtaining different work effects. This allows for switching between ignition and compression ignition, achieving the homogeneous charge compression ignition (HCCI) working mode of the engine.

[0025] According to embodiments of the present invention, the present invention also employs the following technical solutions:

[0026] Engine, including the engine block structure.

[0027] Vehicles, including engines.

[0028] Compared with the prior art, the present invention has the following beneficial effects:

[0029] The engine derived from the aforementioned engine block structure combines the advantages of both two-stroke and four-stroke engines in existing technologies. Furthermore, by adding an air reservoir, the air-fuel mixture has sufficient time and a proper ventilation path to achieve uniform mixing. Moreover, by controlling the opening and closing time of the second intake valve in conjunction with the stroke of the second piston, the pressure of the air-fuel mixture entering the second cylinder for power production can be controlled, thereby altering the compression ratio of the mixture in the second cylinder. This allows for continuously variable compression ratios, switching between spark ignition and compression ignition, achieving a homogeneous charge compression ignition (HCCI) power mode, significantly improving the engine's thermal and power efficiency. Furthermore, vehicles derived from this engine also possess greater application and promotion value. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention.

[0031] Figure 2 This is a schematic diagram of the overall structure of another design of the second exhaust port in an embodiment of the present invention.

[0032] Figure 3 This is a schematic diagram of the overall structure of another arrangement of the first cylinder and the second cylinder in an embodiment of the present invention.

[0033] Figure 4 This is a schematic diagram of the overall structure of another arrangement of the first cylinder and the second cylinder in an embodiment of the present invention.

[0034] Figure 5 for Figure 4 A schematic diagram of the overall structure of another design for the second exhaust port.

[0035] Figure 6 This is a schematic diagram of the overall structure of another design method for the connected component in an embodiment of the present invention.

[0036] In the diagram: 1. First cylinder; 2. First piston; 3. First connecting rod; 4. First intake port; 5. First intake valve; 6. Connecting pipe; 7. First exhaust valve; 8. Second intake valve; 9. Second exhaust valve; 10. Second exhaust port; 11. Second cylinder; 12. Second piston; 13. Second connecting rod; 14. Crankshaft; 15. Crank crank; 16. Mounting ring; 17. Exhaust pipe; 18. Intake pipe; 19. Air tank. Detailed Implementation

[0037] The present invention will be further described in detail below with reference to the accompanying drawings, and specific embodiments are given.

[0038] like Figure 1 As shown, the engine cylinder block structure includes a first cylinder 1, a second cylinder 11, a first piston 2 slidably connected to the first cylinder 1 along the axial direction of the first cylinder 1, a second piston 12 slidably connected to the second cylinder 11 along the axial direction of the second cylinder 11, and a drive assembly for driving the first piston 2 and the second piston 12 to slide. A first connecting rod 3 is hinged to the first piston 2, and a second connecting rod 13 is hinged to the second piston 12.

[0039] In this embodiment, taking the first connecting rod 3 and the second connecting rod 13 facing the same direction as an example, the drive assembly includes a crankshaft 14 and two sets of cranks 15 respectively mounted on the crankshaft 14 for driving the first connecting rod 3 and the second connecting rod 13. Specifically, the cranks 15 are U-shaped, and each of the first connecting rod 3 and the second connecting rod 13 is fixed with a mounting ring 16 sleeved on the crank 15. The angle between the two sets of cranks 15 is 180 degrees. During the rotation of the crankshaft 14, the cranks 15, the first connecting rod 3 (second connecting rod 13), and the first piston 2 (second piston 12) form a crank-slider mechanism, which can drive the first piston 2 and the second piston 12 to slide. In actual design, the first connecting rod 3 and the second connecting rod 13 can also be designed to face opposite directions, in which case the first connecting rod 3 and the second connecting rod 13 cannot be driven to slide synchronously. In this case, the drive assembly needs to be designed with two sets of crankshafts 14 respectively corresponding to the first connecting rod 3 and the second connecting rod 13, and each crankshaft 14 is equipped with a crank 15.

[0040] In this embodiment, the first cylinder 1 and the second cylinder 11 are arranged side by side. The following description takes the example that the first piston 2 and the second piston 12 are both vertically sliding and the crankshaft 14 is located below the first cylinder 1 and the second cylinder 11.

[0041] The first cylinder 1 has a closable first air intake port 4 and a closable first exhaust port, and the second cylinder 11 has a closable second air intake port and a closable second exhaust port 10. Specifically, a first air intake valve 5 is installed at the first air intake port 4, a first exhaust valve 7 is installed at the first exhaust port, a second air intake valve 8 is installed at the second air intake port, and a second exhaust valve 9 is installed at the second exhaust port 10. In this embodiment, the first air intake port 4 and the first exhaust port are located at the upper end of the first cylinder 1, and the second air intake port and the second exhaust port 10 are located at the upper end of the second cylinder 11. This embodiment provides a method for controlling the vertical sliding of the first air intake valve 5, the first exhaust valve 7, the second air intake valve 8, and the second exhaust valve 9 through a camshaft. By designing the orientation and size of the cam on the camshaft, and through the motion characteristics of the cam mechanism, the movement stroke of the first air intake valve 5, the first exhaust valve 7, the second air intake valve 8, and the second exhaust valve 9 can be controlled. In the actual design process, the first intake valve 5, the first exhaust valve 7, the second intake valve 8, and the second exhaust valve 9 can all be designed with reference to the valves in the existing technology or the valves on the engine valve train in the existing technology, as long as they can control the opening and closing of the first intake port 4, the first exhaust port, the second intake port, and the second exhaust port 10.

[0042] The engine block structure also includes a connecting component for connecting the first exhaust port and the second intake port. In this embodiment, the connecting component includes an exhaust pipe 17 connected to the first exhaust port, an intake pipe 18 connected to the second intake port, and an air tank 19 connected between the exhaust pipe 17 and the intake pipe 18. A pressure relief valve, which is conventional in the prior art, is installed on the air tank 19. The pressure in the air tank 19 is controlled by setting the pressure relief valve.

[0043] In this design, cylinder 1 is used for intake, and cylinder 11 is used to receive the air-fuel mixture discharged from cylinder 1, perform work, and discharge exhaust gas. The volume of cylinder 1 is larger than that of cylinder 11. Specifically, cylinders 1 and 11 have the same height, and the inner diameter of cylinder 1 is larger than that of cylinder 11. After cylinder 1 completes its intake stroke, the air-fuel mixture enters the air tank 19. Since the volume of cylinder 1 is larger than that of cylinder 11, excess air-fuel mixture remains in air tank 19, maintaining the air pressure within air tank 19. When there is too much air-fuel mixture in air tank 19, causing the pressure to exceed a threshold, the air-fuel mixture is discharged through a pressure relief valve. The process of the air-fuel mixture entering air tank 19 from cylinder 1 completes the compression stroke.

[0044] The operation of the engine block structure includes four strokes: intake, compression, power, and exhaust. Taking the engine block structure given in the above embodiment as an example, the specific method is as follows:

[0045] The intake stroke is completed in cylinder 1. The first intake valve 5 opens, and the first exhaust valve 7 closes. The air-fuel mixture enters cylinder 1 through the first intake valve 5. After reaching the volume of cylinder 1, the first intake valve 5 closes. During the above process, the first piston 2 moves from top dead center to bottom dead center in cylinder 1. The first piston 2 and the second piston 12 are synchronously driven by the crankshaft 14. At this time, the second piston 12 moves from bottom dead center to top dead center in cylinder 11, that is, the exhaust stroke is synchronously performed in cylinder 11.

[0046] During the compression stroke, the first exhaust valve 7 opens, allowing the air-fuel mixture in cylinder 1 to enter the connecting assembly, and then the first exhaust valve 7 closes. During this process, the first piston 2 moves from bottom dead center to top dead center in cylinder 1, while simultaneously, the second piston 12 moves from top dead center to bottom dead center in cylinder 11; that is, the power stroke occurs synchronously in cylinder 11.

[0047] After the compression stroke in cylinder 1 is completed, the intake stroke and compression stroke described above continue to be repeated in cylinder 1.

[0048] The power stroke is completed in the second cylinder 11. The second intake valve 8 opens, and the second exhaust valve 9 closes. The air-fuel mixture in the connecting assembly enters the second cylinder 11 through the second intake valve 8. Based on the stroke of the second piston 12 and the volume of the air-fuel mixture entering the second cylinder 11, the air-fuel mixture in the second cylinder 11 reaches a certain compression value, at which point the second intake valve 8 closes, and the air-fuel mixture performs work in the second cylinder 11. During the above process, the second piston 12 moves from the top dead center to the bottom dead center in the second cylinder 11.

[0049] During the exhaust stroke, the second exhaust valve 9 opens. When the exhaust reaches 1 / 2 to 1 / 3 of the length of the second cylinder 11, the second intake valve 8 opens. The newly introduced air-fuel mixture purges the exhaust gas in the second cylinder 11 and is discharged through the second exhaust valve 9. Then, the second exhaust valve 9 closes, completing the exhaust process. The air-fuel mixture continues to be introduced through the second intake valve 8, and the power stroke and exhaust stroke are repeated in the second cylinder 11. During the above process, the second piston 12 moves from the bottom dead center to the top dead center in the second cylinder 11. During this process, when the second piston 12 moves to the upper part of the second cylinder 11 but has not yet reached the top dead center, the second intake valve 8 can be opened to assist exhaust. Then, the second exhaust valve 9 closes. In actual operation, the second intake valve 8 can be closed before the second piston 12 reaches top dead center. At this time, the second piston 12 continues to move upward, compressing the air-fuel mixture in the second cylinder 11. Based on the stroke position of the second piston 12 when the second intake valve 8 is closed, the compression ratio of the air-fuel mixture in the second cylinder 11 can be controlled, resulting in a variable compression ratio engine. When the second piston 12 reaches top dead center, it begins to perform power.

[0050] In another embodiment of the invention, such as Figure 2 As shown, the second exhaust port 10 is located on the side wall of the second cylinder 11 near the crankshaft 14, thus placing it below the second cylinder 11. However, the position of the second exhaust port 10 needs to be higher than the bottom dead center of the second piston 12's stroke. The second exhaust port 10 is opened and closed by the movement of the second piston 12. That is, when the second exhaust port 10 is between the second piston 12 and the crankshaft 14, no exhaust occurs. However, when the second exhaust port 10 is between the second piston 12 and the end of the second cylinder 11 facing away from the crankshaft 14, the gas in the second cylinder 11 can be discharged through the second exhaust port 10. In this design, a second exhaust valve 9 is not required; the opening and closing of the second exhaust port 10 can be achieved simply by the movement of the second piston 12.

[0051] In practical use, the engine block structure given in the above embodiment is used as an example. During the power stroke, the second piston 12 moves from the top dead center to the bottom dead center in the second cylinder 11. When the second piston 12 moves downward past the second exhaust port 10, exhaust can begin. When the second piston 12 moves from the bottom dead center to the top dead center in the second cylinder 11, the second piston 12 can gradually move upward past the second exhaust port 10 to complete the exhaust and close the second exhaust port 10. At this time, the second intake valve 8 can be closed at an appropriate time according to the required air-fuel mixture compression ratio.

[0052] In another embodiment of the present invention, an arrangement of the first cylinder 1 and the second cylinder 11 is provided, such as... Figure 3 As shown, the first cylinder 1 and the second cylinder 11 are arranged opposite to each other. In this design, the first connecting rod 3 and the second connecting rod 13 face opposite directions. The drive assembly includes two sets of crankshafts 14 corresponding to the first connecting rod 3 and the second connecting rod 13 respectively. Each crankshaft 14 is equipped with a U-shaped crank 15. Mounting rings 16 are fixed on both the first connecting rod 3 and the second connecting rod 13 and are sleeved on the crank 15. In this design, the two sets of crankshafts 14 drive the two sets of pistons to move independently.

[0053] In another embodiment of the present invention, an arrangement of the first cylinder 1 and the second cylinder 11 is provided, such as... Figure 4 As shown, the first cylinder 1 and the second cylinder 11 are coaxially fitted together. In this design, taking the second cylinder 11 fitted outside the first cylinder 1 as an example, a working space for the second cylinder 11 is formed between the inner wall of the second cylinder 11 and the outer wall of the first cylinder 1. The volume of the working space of the second cylinder 11 can be made larger than the volume inside the first cylinder 1 by designing the inner diameter of the second cylinder 11. Correspondingly, in this design, the second piston 12 is annular and slidably connected between the second cylinder 11 and the first cylinder 1. To ensure the stability of the sliding of the second piston 12, two sets of second connecting rods 13 can be provided and distributed radially along the second piston 12. That is, the two sets of second connecting rods 13 are located on both sides of the first connecting rod 3. Correspondingly, the crankshaft 14 is provided with three sets of cranks 15, corresponding to the first connecting rod 3 and the two sets of second connecting rods 13 respectively. Figure 4 As shown in the example, the first air intake port 4 and the first exhaust port are located at the upper end of the first cylinder 1, and the second air intake port and the second exhaust port 10 are located at the upper end of the second cylinder 11.

[0054] Of course, in the actual design process, such as Figure 5 As shown, the second exhaust port 10 can also be designed on the side wall of the second cylinder 11 near the crankshaft 14. In this case, the second exhaust port 10 is located on the lower side of the second cylinder 11. However, the position of the second exhaust port 10 needs to be higher than the bottom dead center of the second piston 12's stroke, so that the second exhaust port 10 can be opened and closed by the movement of the second piston 12.

[0055] In another embodiment of the invention, a design form for a connected component is provided, such as... Figure 6 As shown, the connecting component includes a connecting pipe 6 connecting the first exhaust port and the second intake port. In this scheme, the structure of the connecting component is simplified, and the first cylinder 1 and the second cylinder 11 are connected only through the connecting pipe 6. Therefore, the path for the air-fuel mixture in the first cylinder 1 to be discharged into the second cylinder 11 is short. In order to realize the compression stroke, the angle between the two sets of cranks 15 should not be too large. Specifically, the drive component includes a crankshaft 14 and two sets of cranks 15 set on the crankshaft 14 for driving the first piston 2 and the second piston 12 respectively. The acute angle formed between the two sets of cranks 15 is less than 90 degrees, so that the movement strokes of the first piston 2 and the second piston 12 are basically synchronized. Therefore, under this design, when the intake stroke is performed in the first cylinder 1, the power stroke is performed in the second cylinder 11; when the compression stroke is performed in the first cylinder 1, the exhaust stroke is performed in the second cylinder 11.

[0056] In the actual design process, in order to avoid the small angle between the two sets of cranks 15 causing the crankshaft 14 to rotate unbalancedly, the drive assembly can also be set as two sets of crankshafts 14 corresponding to the first connecting rod 3 and the second connecting rod 13 respectively, to drive the first piston 2 and the second piston 12 respectively, so as to avoid the strokes of the first piston 2 and the second piston 12 affecting each other.

[0057] In another embodiment of the present invention, an engine is also disclosed, including the engine block structure described in any of the above embodiments.

[0058] In another embodiment of the invention, a vehicle comprising the engine described above is also disclosed.

[0059] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An engine cylinder block structure, characterized in that: The device includes a first cylinder and a second cylinder. A first piston is slidably connected to the first cylinder along its axial direction, and a second piston is slidably connected to the second cylinder along its axial direction. It also includes a drive assembly for driving the first and second pistons to slide. The first cylinder has a closable first air intake port and a closable first exhaust port, and the second cylinder has a closable second air intake port and a closable second exhaust port. It also includes a connecting assembly for connecting the first exhaust port and the second air intake port. The first cylinder is used for air intake, and the second cylinder is used for receiving the air-fuel mixture discharged from the first cylinder, performing work, and discharging exhaust gas. The volume of the first cylinder is larger than the volume of the second cylinder.

2. The engine cylinder block structure according to claim 1, characterized in that: The first cylinder and the second cylinder are arranged side by side, opposite to each other, or coaxially nested.

3. The engine cylinder block structure according to claim 1, characterized in that: The communication assembly includes an exhaust pipe connected to a first exhaust port, an intake pipe connected to a second intake port, and an air storage tank connected between the exhaust pipe and the intake pipe.

4. The engine cylinder block structure according to claim 3, characterized in that: The gas storage tank is equipped with a pressure relief valve.

5. The engine block structure according to claim 3, characterized in that: A first connecting rod is hinged to the first piston, and a second connecting rod is hinged to the second piston. The first and second connecting rods are oriented in the same direction. The drive assembly includes a crankshaft and two sets of cranks mounted on the crankshaft for driving the first and second connecting rods respectively. The angle between the two sets of cranks is 180 degrees.

6. The engine cylinder block structure according to claim 1, characterized in that: The connecting component includes a connecting pipe connecting the first exhaust port and the second intake port; a first connecting rod is hinged to the first piston and a second connecting rod is hinged to the second piston, the first connecting rod and the second connecting rod are oriented in the same direction, and the driving component includes a crankshaft and two sets of cranks disposed on the crankshaft for driving the first connecting rod and the second connecting rod respectively, the acute angle formed between the two sets of cranks being less than 90 degrees.

7. The engine block structure according to claim 5 or 6, characterized in that: The second exhaust port is located on the side wall of the second cylinder near the crankshaft.

8. The method of operating the engine cylinder block structure as described in any one of claims 1-7, comprising four strokes: intake, compression, power, and exhaust, characterized in that: The intake stroke is completed in the first cylinder. The first intake valve opens and the first exhaust valve closes. The air-fuel mixture enters the first cylinder through the first intake valve. After reaching the volume of the first cylinder, the first intake valve closes. During the compression stroke, the first exhaust valve opens, and the air-fuel mixture in the first cylinder enters the connecting assembly, then the first exhaust valve closes; the intake stroke and compression stroke continue to repeat in the first cylinder. The power stroke is completed in the second cylinder. The second intake valve opens and the second exhaust valve closes. The air-fuel mixture in the connecting assembly enters the second cylinder through the second intake valve. According to the stroke of the second piston, after the air-fuel mixture in the second cylinder reaches a certain compression value, the second intake valve closes and the air-fuel mixture does work in the second cylinder. During the exhaust stroke, the second exhaust valve opens. When the exhaust process reaches 1 / 2 to 1 / 3 of the second cylinder, the second intake valve opens. The newly entered air-fuel mixture purges the exhaust gas in the second cylinder and is discharged through the second exhaust valve. Then the second exhaust valve closes, completing the exhaust process. The air-fuel mixture continues to be introduced through the second intake valve, and the power stroke and exhaust stroke are repeated in the second cylinder.

9. An engine, characterized in that: Includes the engine block structure as described in any one of claims 1-7.

10. A vehicle, characterized in that: Including the engine as described in claim 9.

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