Double-piston mechanism for internal combustion engine and internal combustion engine

Abstract

The invention belongs to the technical field of internal combustion engine power devices, and discloses a double-piston mechanism for an internal combustion engine, which comprises a cylinder body, and more than one cylinder is arranged in the cylinder body; an air inlet seat and an air outlet seat are installed on the upper portion and the lower portion of the cylinder body respectively, an air inlet pipe and an air outlet pipe are arranged in the air inlet seat and the air outlet seat respectively, and an air inlet channel and an air outlet channel are arranged in the air inlet pipe and the air outlet pipe respectively. A control device for gas distribution is arranged at the corresponding position of each cylinder; a high-pressure oil pump is arranged outside the cylinder body, and the high-pressure oil pump is communicated with the oil sprayer through a high-pressure oil pipe; a piston assembly I and a piston assembly II are symmetrically arranged in each cylinder body, and a bevel gear set I and a bevel gear set II which are matched with the piston assembly I and the piston assembly II to transmit power are further arranged in each cylinder body. The power performance of the internal combustion engine can be improved through the two piston assemblies, the device is small in size and light in weight, and single-machine fuel consumption and operation cost are effectively reduced.

Description

Technical Field

[0001] This invention belongs to the technical field of internal combustion engine power devices, and specifically relates to a double-piston mechanism for an internal combustion engine and an internal combustion engine. Background Technology

[0002] The internal combustion engine is one of the main power machines today. It can convert the heat energy of fuel combustion into mechanical energy, realizing energy conversion. With its advantages such as small size, high power density and fast response speed, the internal combustion engine is widely used in automobiles, motorcycles, generators and ships.

[0003] Currently, internal combustion engines are classified according to fuel type into diesel internal combustion engines, gasoline internal combustion engines, natural gas internal combustion engines, and hydrogen internal combustion engines under development, etc. Their working principles are basically the same: fuel is mixed with oxygen and burned in the combustion chamber to generate high-temperature, high-pressure gas that drives the piston to move and obtain kinetic energy, which is then output as torque through the rotation of the output shaft. Internal combustion engines can also be classified according to the number of cylinders into single-cylinder and multi-cylinder engines. Single-cylinder engines are typically used in small mechanical equipment, such as motorcycles and machinery with relatively low power requirements, while multi-cylinder engines are more common in cars, trucks, ships, and other applications requiring greater power output. They can also be classified according to stroke into two-stroke and four-stroke internal combustion engines. After decades of development in China, the processing, manufacturing, and materials technologies for internal combustion engines have matured, and manufacturing costs have been significantly reduced. However, regardless of the type, almost all internal combustion engines use a single cylinder paired with a piston, which then drives a crankshaft via a connecting rod to output torque and do work. Using the above-mentioned working method will result in insufficient ability of internal combustion engines to obtain fuel heat energy, leading to low heat-to-work conversion efficiency and a general disadvantage of low utilization efficiency of combustion heat energy. Currently, the thermal efficiency of gasoline internal combustion engines is generally 35%-40%, and the thermal efficiency of diesel internal combustion engines is generally 45%-50%.

[0004] Therefore, there is an urgent need in this field to improve internal combustion engines in order to solve problems such as the low heat-work conversion efficiency of existing internal combustion engines. Summary of the Invention

[0005] The purpose of this invention is to propose a dual-piston mechanism for internal combustion engines. By injecting fuel into one cylinder and burning it once, two sets of pistons within that cylinder can gain mechanical energy. The kinetic energy of the two sets of pistons is then integrated and output through a timing gear. While maintaining the same cylinder bore as existing engines, the single-engine power performance of the internal combustion engine is significantly improved. Furthermore, while maintaining the same power output as existing engines, the cylinder bore of the internal combustion engine of this invention can be significantly reduced, resulting in a smaller size and lighter weight. This effectively reduces fuel consumption and operating costs while maintaining consistent single-engine power and torque.

[0006] The technical solution adopted to achieve the purpose of this invention is:

[0007] A dual-piston mechanism for an internal combustion engine includes a cylinder block, inside which one or more cylinders are disposed; an intake seat is installed on the upper part of the cylinder block and an exhaust seat is installed on the lower part; an intake pipe and an exhaust pipe are respectively provided in the intake seat and the exhaust seat, respectively, penetrating the cylinder block; an intake passage and an exhaust passage that can communicate with the cylinder are respectively provided inside the intake pipe and the exhaust pipe; both the intake pipe and the exhaust pipe are blind pipes, and the right end of both the intake pipe and the exhaust pipe are connected to the outside.

[0008] An intake control device is also provided on the intake pipe at the position corresponding to the cylinder, and an exhaust control device is also provided on the exhaust pipe at the position corresponding to the cylinder.

[0009] Piston assembly I and piston assembly II are symmetrically arranged inside each cylinder, and a timing gear set is provided on the outer surface of the cylinder body to integrate and output the kinetic energy obtained by piston assembly I and piston assembly II.

[0010] Furthermore, both piston assembly I and piston assembly II include a plug body and piston rings, wherein the front end of the plug body is a plug head, and the piston rings are mounted on the outer surface of the plug head;

[0011] The cylinder is also equipped with a bevel gear assembly that mates with the rear end of the plug body; the bevel gear assembly includes bevel gears symmetrically arranged on the left and right sides of the rear end of the plug body, and a bevel gear located at the end of the cylinder; the central axes of the two bevel gears symmetrically arranged on the left and right sides of the rear end of the plug body are perpendicular to the center line of the plug body, the central axis of the bevel gear located at the end of the cylinder is parallel to the center line of the plug body, and the two bevel teeth arranged on the left and right sides of the rear end of the plug body are meshed with the bevel gear located at the end of the cylinder.

[0012] Two bevel teeth symmetrically arranged on the left and right sides of the rear end of the plug body are fixed with pins by bearings. A slider is fixed to the end of the pin. Slide grooves corresponding to the sliders are opened on both sides of the rear end of the plug body, and the sliders are embedded in the slide grooves.

[0013] In piston assembly I, the two bevel gears symmetrically arranged on the left and right sides of the rear end of the piston body are both mounted on the cylinder body via axle I; the bevel gears sharing a cylinder wall share axle I, and axle I is rotatably mounted on the cylinder body via bearings;

[0014] The two bevel gears symmetrically arranged on the left and right sides of the rear end of the piston assembly II are both fixed to the cylinder block by axle II; the bevel gears sharing a cylinder wall share axle II, and axle II is rotatably mounted on the cylinder block by bearings;

[0015] Cover body I and cover body II are respectively installed on the cylinder body surfaces at both ends of the cylinder, and the bevel gear located at the cylinder end in piston assembly I is fixed to cover body I through fixed shaft I; the bevel gear located at the cylinder end in piston assembly II is fixed to cover body II through fixed shaft II.

[0016] Furthermore, the intake control device includes an intake wheel connected to the intake pipe via a spline, and an intake port for air distribution is provided at the same position on the intake pipe and the intake wheel; it also includes an intake ring mounted on the cylinder block and the intake seat and fitted onto the intake wheel, and an opening for air intake is provided at the position where the intake ring contacts the cylinder.

[0017] The exhaust control device includes an exhaust wheel connected to the exhaust pipe via a spline, and an exhaust port for exhaust is provided at the same position on the exhaust pipe and the exhaust wheel; it also includes an exhaust ring mounted on the cylinder block and the exhaust seat and fitted onto the exhaust wheel, and an opening for exhaust is provided at the position where the exhaust ring contacts the cylinder.

[0018] Furthermore, the left end of the intake pipe passes through the cylinder block and is rotatably connected to the cylinder block via a bearing, and the right end is rotatably connected to the cylinder block via a bearing.

[0019] The left end of the exhaust pipe passes through the cylinder block and is rotatably connected to the cylinder block via a bearing, and the right end is rotatably connected to the cylinder block via a bearing.

[0020] Wheel axle I and wheel axle II, located at the left end of the cylinder block, both pass through the cylinder block and are rotatably connected to the cylinder block via bearings. Wheel axle I and wheel axle II, located at the right end of the cylinder block, are tightly fitted to the cylinder block.

[0021] Furthermore, the timing gear set includes gears I, II, III, and IV, which are located on the left side of the cylinder block and respectively cooperate with the intake manifold, the exhaust manifold, wheel axle I, and wheel axle II; gear set V and gear VI are also arranged sequentially between gear III and gear IV, and gear set V and gear VI are respectively mounted on fixed shaft III and fixed shaft IV through bearings, and fixed shaft III and fixed shaft IV are tightly fitted and fixedly connected to the cylinder block;

[0022] The gear set V is a one-piece molded double gear. The double gear consists of a small gear and a large gear with progressively increasing diameter from the inside to the outside, and the inner side of the double gear is the side closest to the cylinder body.

[0023] Gear I and gear II are both meshed with the pinion, gear III and gear IV are meshed with the gear VI and gear VI respectively, and the gear VI is meshed with the gear VI.

[0024] Furthermore, the intake seat is also equipped with injectors that are connected to the cylinders, and the number of injectors matches the number of cylinders; a high-pressure oil pump is also fixed outside the cylinder block, and the high-pressure oil pump is connected to the injectors through a high-pressure oil pipe.

[0025] The oil pump shaft at the input end of the high-pressure oil pump is located on the left side of the cylinder block. Gear VII is fixedly connected to the end of the oil pump shaft via a spline, and gear VII meshes with gear I.

[0026] Furthermore, each cylinder has one or more cooling water passages I on its outer periphery, and the cooling water passages I are arranged perpendicular to the intake manifold and the exhaust manifold.

[0027] The intake manifold is provided with one or more cooling water passages II and III on the intake seat and cylinder block, respectively, and the exhaust manifold is provided with one or more cooling water passages IV and V on the exhaust seat and cylinder block, respectively.

[0028] Cooling water passages II and III are both arranged parallel to the direction of the intake pipe, while cooling water passages IV and V are both arranged parallel to the direction of the exhaust pipe.

[0029] Furthermore, the intake and exhaust seats are both fixedly connected to the cylinder block by bolts, and the intake and exhaust pipes are both equipped with bearing caps at the right end of the cylinder block; an end cap is also provided on the left side of the cylinder block.

[0030] Furthermore, each piston assembly I and piston assembly II is provided with an observation window at the bottom of the cylinder block. Another object of the present invention is to provide an internal combustion engine that includes the above-described dual-piston mechanism for internal combustion engines. The above-described dual-piston mechanism for internal combustion engines can be widely used in the production of various types of internal combustion engines, further achieving the goals of energy saving and carbon emission reduction, and has good applicability and strong practicality.

[0031] The beneficial effects of this invention are as follows:

[0032] 1. This invention relates to a dual-piston mechanism for internal combustion engines, which arranges two sets of pistons within a single cylinder. According to Pascal's law, "The pressure of a liquid (or gas) in a closed space can be transmitted in all directions without change," the cylinder in this invention is a closed space. Piston assembly I and piston assembly II receive equal kinetic energy from the high-pressure gas generated by fuel combustion. Therefore, in one cylinder of this invention, the piston area receiving kinetic energy from the high-pressure gas generated by fuel combustion is twice that of a conventional single-piston internal combustion engine, significantly improving the thermal efficiency of the internal combustion engine.

[0033] 2. In the dual-piston mechanism of the internal combustion engine of the present invention, the intake seat and the exhaust seat are respectively located at the upper and lower parts of the cylinder block. Separating the intake seat and the exhaust seat facilitates the setting of the positions of the intake seat and the exhaust seat, which can effectively reduce the intake temperature, thereby increasing the intake volume, making the fuel combustion more complete, and improving the thermal efficiency of the fuel.

[0034] 3. The dual-piston mechanism of this invention for internal combustion engines optimizes the crankshaft and connecting rod in traditional internal combustion engines. While keeping the cylinder diameter unchanged, the thermal efficiency of the internal combustion engine can be greatly improved. Alternatively, while keeping the engine power or torque unchanged, the longitudinal and height dimensions of the engine can be reduced by reducing the engine cylinder diameter, thereby effectively reducing the overall volume and weight of the engine.

[0035] 4. The dual-piston mechanism of the present invention for internal combustion engines reduces the cylinder diameter, thus reducing the amount of fuel injected into the cylinder per cycle, thereby reducing fuel consumption and operating costs per engine. If this technology is widely used in engine production, it can reduce national energy consumption and carbon emissions, thereby achieving better economic and social benefits.

[0036] 5. The double-piston mechanism of the present invention for internal combustion engines is easy to process and manufacture, and it is stable in operation, reliable in quality, and low in manufacturing cost. It can be widely used in automobiles, trucks and ships, etc., with good applicability and strong practicality.

[0037] 6. The dual-piston mechanism and intake and exhaust control devices of the present invention for internal combustion engines have simple structures, reducing the transmission components and auxiliary equipment such as connecting rods, crankshafts, tappets, and rocker arms in traditional internal combustion engines, thereby reducing the equipment failure rate and further improving the reliability and utilization rate of the equipment. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the present invention will be further described below in conjunction with the accompanying drawings and embodiments. The drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a side view schematic diagram of a dual-piston mechanism for an internal combustion engine according to the present invention.

[0040] Figure 2 The overall structure of this invention is along Figure 1 A structural diagram viewed in cross-section of the C-plane.

[0041] Figure 3 The overall structure of this invention is along Figure 2 A structural diagram with cross-section AA.

[0042] Figure 4 This is the present invention. Figure 3 An enlarged schematic diagram of a structure at point E in the middle.

[0043] Figure 5 This is the present invention. Figure 3 An enlarged schematic diagram of a structure at point F.

[0044] Figure 6 The present invention relates to a dual-piston mechanism for internal combustion engines that runs integrally along... Figure 3 A structural diagram showing a cross-section of the DD plane.

[0045] Figure 7 This is a top-view partial cross-sectional structural diagram of a dual-piston mechanism for an internal combustion engine according to the present invention.

[0046] Figure 8 This is a bottom-view partial cross-sectional structural diagram of the dual-piston mechanism of the present invention for an internal combustion engine.

[0047] Figure 9 This is an enlarged schematic diagram of wheel axle I in this invention.

[0048] In the diagram: 1. Cylinder block; 2. Cylinder; 3. Intake seat; 4. Exhaust seat; 5. Intake pipe; 6. Exhaust pipe; 7. Intake passage; 8. Exhaust passage; 9. Injector; 10. High-pressure fuel pump; 11. High-pressure fuel line; 12. Intake control device; 13. Exhaust control device; 14. Piston assembly I; 15. Piston assembly II; 16. Axle I; 17. Axle II; 18. Cover I; 19. Cover II; 20. Fixed shaft I; 21. Fixed shaft II; 22. Fixed shaft III; 23. Fixed shaft IV; 24. Gear I; 25. Gear II; 26. Gear III; 27. Gear IV; 28. Gear Set V; 29. ​​Gear VI; 30. Gear VII; 31. Oil Pump Shaft; 32. Cooling Water Channel I; 33. Cooling Water Channel II; 34. Cooling Water Channel III; 35. Cooling Water Channel IV; 36. Cooling Water Channel V; 37. Bearing Cover; 38. End Cover; 39. Observation Window; 40. Bevel Gear Assembly I; 41. Bevel Gear Assembly II; 42. Pin I; 43. Slider I; 44. Slide I; 45. Pin II; 46. Slider II; 47. Slide II; 48. Weight Reduction Hole I; 49. Weight Reduction Hole II; 50. Flywheel I; 51. Flywheel II;

[0049] 201. Cylinder I; 202. Cylinder II; 203. Cylinder III; 204. Cylinder IV;

[0050] 121. Intake wheel; 122. Intake port; 123. Intake ring;

[0051] 131. Exhaust wheel; 132. Exhaust port; 133. Exhaust ring;

[0052] 141. Piston body I; 142. Piston ring I; 151. Piston body II; 152. Piston ring II;

[0053] 281. Small gear; 282. Large gear;

[0054] 401. Bevel gear I; 402. Bevel gear II; 403. Bevel gear III;

[0055] 411. Bevel gear IV; 412. Bevel gear V; 413. Bevel gear VI. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, a clear and complete description will be provided below in conjunction with the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0057] like Figures 1 to 8 As shown, a dual-piston mechanism for an internal combustion engine includes a cylinder block 1, which contains one or more cylinders 2. An intake seat 3 is installed on the upper part of the cylinder block 1, and an exhaust seat 4 is installed on the lower part. An intake pipe 5 and an exhaust pipe 6 that penetrate the cylinder block 1 are respectively provided in the intake seat 3 and the exhaust seat 4. An intake passage 7 and an exhaust passage 8 that can communicate with the cylinder 2 are provided in the intake pipe 5 and the exhaust pipe 6, respectively. Both the intake pipe 5 and the exhaust pipe 6 are blind pipes, and the right end of the intake pipe 5 and the exhaust pipe 6 are connected to the outside.

[0058] The intake pipe 5 is also provided with an intake control device 12 at the position corresponding to the cylinder 2 for controlling the opening and closing state of the intake passage 7 and the state transition. The exhaust pipe 6 is also provided with an exhaust control device 13 at the position corresponding to the cylinder 2 for controlling the opening and closing state of the exhaust passage 8 and the state transition. The number of intake control devices 12 and exhaust control devices 13 is equal to the number of cylinders 2.

[0059] The intake seat 3 is also equipped with an injector 9 that is connected to the cylinder 2. The number of injectors 9 matches the number of cylinders 2. A high-pressure oil pump 10 is also installed outside the cylinder body 1. The high-pressure oil pump 10 is connected to the injector 9 through a high-pressure oil pipe 11.

[0060] Each cylinder 2 is also symmetrically equipped with piston assembly I 14 and piston assembly II 15.

[0061] In this invention, the number of cylinders 2 is one or more, preferably four. In other embodiments of this invention, the number of cylinders 2 can also be other numbers, which can be selected according to the actual situation.

[0062] In one embodiment of the present invention, since the internal combustion engine is a mature existing technology, the starting and lubrication mechanisms of the internal combustion engine are not described in this invention. In the engineering design process, the axes of the four cylinders 2 are on the same plane. The working principle of the four-cylinder, four-stroke internal combustion engine of this invention is the same as that of the existing four-cylinder, four-stroke internal combustion engines. The main difference lies in the different number of pistons in one cylinder, which optimizes the crankshaft and connecting rod mechanism in the existing internal combustion engine. The kinetic energy transmission method is different. The kinetic energy obtained by piston assembly I 14 and piston assembly II 15 drives bevel gear I 401, bevel gear II 402, bevel gear IV 411, and bevel gear V 412 to rotate via pin shaft I 42 and pin shaft II 45. It is integrated by bevel gear assembly I 40 and bevel gear assembly II 41, and transmitted to each cylinder and gear III 26 and gear IV 27 via wheel shaft I 16 and wheel shaft II 17. Then, the torque of gear III 26 and gear IV 27 is integrated by the timing gear set and output. The valve train mechanism is different. The structure and working method of the intake and exhaust mechanisms are different from those of the valve train in use. The power integration function of the timing gear set is added, and the layout of the timing gear set is optimized to make its structure compact. This invention increases the number of pistons in each cylinder 2, which can make full use of the high temperature and high pressure gas energy generated during the combustion of the internal combustion engine, and greatly improves the efficiency of the internal combustion engine in converting heat work into mechanical energy.

[0063] The two sets of piston assemblies I 14 and II 15 in each cylinder 2 share a combustion chamber. The working area in the middle of cylinder 2 that mates with the front of the two sets of piston assemblies is cylindrical, while the parts at both ends of cylinder 2 that mate with the rear ends of the two sets of piston assemblies are cuboid chambers that can accommodate bevel gear assembly I 40, bevel gear assembly II 41, and slide against the upper and lower surfaces of the cuboid at the rear end of the piston body. In this invention, the intake seat 3 and exhaust seat 4 are mainly used to set the corresponding intake pipe 5 and exhaust pipe 6, as well as the intake control device 12 and exhaust control device 13 corresponding to cylinder 2, respectively. The intake seat 3 and exhaust seat 4 are respectively set in the upper and lower parts of the cylinder body 1. The purpose of separately arranging the intake seat 3 and exhaust seat 4 is to facilitate the setting of the intake mechanism and exhaust mechanism, and can also effectively reduce the intake temperature, thereby increasing the intake volume, making the fuel combustion more complete, and improving the thermal efficiency of the fuel. In this invention, the air required for combustion is supplied through an intake duct 7. The intake duct 7, at the corresponding position of each cylinder 2, delivers air to the corresponding cylinder 2 through the intake control device 12. Similarly, the exhaust duct 8, at the corresponding position of each cylinder 2, discharges exhaust gas into the exhaust pipe 6 through the exhaust control device 13, and then the exhaust pipe 6 transports the exhaust gas to the outside.

[0064] When the internal combustion engine of the present invention is working, the following settings are made: Intake stroke: Piston assembly I 14 and piston assembly II 15 installed in cylinder 201 move from top dead center to bottom dead center, gear III 26 rotates counterclockwise from 0° to 180°, gear IV 27 rotates clockwise from 0° to 180°, the intake port 122 on the intake wheel 121 that cooperates with cylinder 201 in the intake control device 12 coincides with the opening on the intake ring 123, and air enters into cylinder 201. The exhaust port 132 on the exhaust wheel 131 that cooperates with cylinder 201 in the exhaust control device 13 does not coincide with the opening on the exhaust ring 133. Compression stroke: Piston assembly I 14 and piston assembly II 15 move from bottom dead center to top dead center. Gear III 26 rotates counterclockwise from 180° to 360°, and gear IV 27 rotates clockwise from 180° to 360°. The intake port 122 on the intake wheel 121 that cooperates with cylinder 201 in the intake control device 12 does not coincide with the opening on the intake ring 123. The exhaust port 132 on the exhaust wheel 131 that cooperates with cylinder 201 in the exhaust control device 13 does not coincide with the opening on the exhaust ring 133. Before the end of the compression stroke, the high-pressure oil pump 10 injects atomized diesel fuel into cylinder 201 through the high-pressure oil pipe 11 and the injector 9. The atomized diesel fuel is ignited by the high-temperature compressed air. Combustion stroke: Piston assembly I 14 and piston assembly II 15 move from top dead center to bottom dead center, gear III 26 rotates 540° counterclockwise from 360°, gear IV 27 rotates 540° clockwise from 360°, the intake port 122 on the intake wheel 121 that cooperates with cylinder 201 in the intake control device 12 does not coincide with the opening on the intake ring 123, and the exhaust port 132 on the exhaust wheel 131 that cooperates with cylinder 201 in the exhaust control device 13 does not coincide with the opening on the exhaust ring 133. Exhaust stroke: Piston assembly I 14 and piston assembly II 15 move from bottom dead center to top dead center. Gear III 26 rotates 720° counterclockwise from 540° and gear IV 27 rotates 720° clockwise from 540°. The intake port 122 on the intake wheel 121 that cooperates with cylinder 201 in the intake control device 12 does not coincide with the opening on the intake ring 123. The exhaust port 132 on the exhaust wheel 131 that cooperates with cylinder 201 in the exhaust control device 13 coincides with the opening on the exhaust ring 133. The exhaust gas after combustion is discharged from cylinder 201 through the exhaust control device 13 and the exhaust pipe 6.Piston assembly I 14 and piston assembly II 15 move from top dead center to bottom dead center or from bottom dead center to top dead center. Slides I 44 and II 47 on piston assembly I 14 and piston assembly II 15 drive slider I 43 and slider II 46. Slide I 43 and pin I 42 are integrated, and slider II 46 and pin II 45 are integrated. The movement of piston assembly I 14 drives bevel gear I 401 to rotate counterclockwise through pin I 42, and also drives bevel gear II 402 to rotate clockwise. The movement of piston assembly II 15 drives bevel gear IV 411 to rotate clockwise through pin II 45, and also drives bevel gear V412 to rotate counterclockwise. The working sequence of each cylinder 2 is 201→203→204→202→201. According to the set sequence, the next cylinder lags behind the previous cylinder by one stroke, that is, gears III26 and IV27 rotate 180°.

[0065] In this invention, one cylinder 2 corresponds to one fuel injector 9, i.e., a fuel injector nozzle. The function of the fuel injector 9 is to deliver fuel into the cylinder 2. The fuel injector 9 is threaded and is threadedly mounted on the intake seat 3. The high-pressure fuel pump 10 is connected to the four fuel injectors 9 corresponding to the four cylinders 2 through four high-pressure fuel pipes 11. The piston assembly I 14 and piston assembly II 15 have the same function as the pistons in the prior art internal combustion engines. The main difference is that this invention sets two sets of pistons in one cylinder 2. According to Pascal's theorem, "the pressure of a liquid (or gas) in a closed space can be transmitted in all directions without change," it can be seen that the cylinder 2 in this invention is a closed space, and the piston assembly I 14 and piston assembly II 15 receive equal kinetic energy from the high-pressure gas generated by fuel combustion. That is to say, in one cylinder 2 of this invention, the piston area that receives kinetic energy from the high-pressure gas generated by fuel combustion is twice that of a conventional single-piston internal combustion engine.

[0066] The diesel internal combustion engine technology of this invention is also applicable to gasoline internal combustion engines, natural gas internal combustion engines, and hydrogen internal combustion engines under development. To maintain the same engine power or torque as existing internal combustion engines, the longitudinal and height dimensions of the engine can be reduced by decreasing the diameter of the engine cylinder 2. Furthermore, since this diesel internal combustion engine eliminates connecting rods and crankshafts, replacing them with bevel gear assemblies I 40, II 41, and axles I 16 and II 17, the engine's volume can be significantly reduced, resulting in a smaller and lighter engine. Due to the reduced cylinder 2 diameter, less fuel is injected into the cylinder 2 per cycle, reducing fuel consumption and operating costs, thus achieving better economic benefits per unit. Overall, large-scale production of internal combustion engines using this technology can save significant amounts of energy, providing technical support for substantial reductions in carbon emissions.

[0067] like Figure 2 , Figure 3 and Figure 6 As shown, the piston assembly I 14 includes a piston body I 141 and a piston ring I 142. The front end of the piston body I 141 is a cylindrical plug head with an annular groove on its outer surface. The piston ring I 142, which mates with the wall of the cylinder 2, is installed in the annular groove. The rear end of the piston body I 141 slides with the upper and lower inner surfaces of the cuboid chamber at one end of the cylinder 2. The cylinder 2 corresponding to the piston assembly I14 is also provided with a bevel gear assembly I 40 that mates with the rear end of the piston body I 141. The bevel gear assembly includes bevel gear I 401 and bevel gear II 402 symmetrically arranged on the left and right sides of the rear end of the piston body I 141, and also includes bevel gear III 403 located at the end of the cylinder 2. The axes of bevel gear I 401 and bevel gear II 402 are perpendicular to the axis of the piston body I 141, and the axis of bevel gear III 403 is parallel to the axis of the piston body I 141. Both bevel gear I 401 and bevel gear II 402 are meshed with bevel gear III 403. In the bevel gear assembly corresponding to piston assembly I 14, both bevel gear I 401 and bevel gear II 402 are rotatably mounted with pins I 42 via bearings. Pins I 42 are integrally designed with sliders I 43. Both sides of the rear end of piston body I 141 are provided with grooves I 44 corresponding to sliders I 43, and sliders I 43 are embedded in the grooves I 44. Among them, pins I 42 are cylindrical, and sliders I 43 are cuboids or cubes. Designing sliders I 43 as cuboids or cubes helps to increase the force-bearing area.

[0068] Both bevel gear I 401 and bevel gear II 402 are fixed to cylinder 1 via axle I 16. Both bevel gear I 401 and bevel gear II 402, which share the same cylinder 2 wall, share axle I 16. The middle part of axle I 16 is rotatably mounted on cylinder 1 via a bearing. Splines are provided at both ends of axle I 16 to engage with bevel gear I 401 and bevel gear II 402, and retaining rings are used for positioning.

[0069] In this invention, since there are four cylinders 2, the axle I 16 located on the leftmost side of the cylinder body 1 passes through the cylinder body 1 and is rotatably mounted on the cylinder body 1 via a bearing. A gear III 26 and a bevel gear I 401 are mounted on this axle, and a bevel gear II 402 is mounted on the axle I 16 located on the rightmost side of the cylinder body 1. Figure 2 , Figure 3 and Figure 6As shown, piston assembly II 15 includes piston body II 151 and piston ring II 152. The front end of piston body II 151 is a cylindrical plug, and an annular groove is formed on the outer surface of the plug. The piston ring II 152, which mates with the wall of cylinder 2, is installed in the annular groove. The upper and lower surfaces of the cuboid rear end of piston body II 151 slide in mate with the upper and lower inner surfaces of the cuboid chamber at one end of cylinder 2. The cylinder 2 corresponding to piston assembly II 15 is also provided with a bevel gear assembly II 41 that mates with the rear end of piston body II 151. The bevel gear assembly includes bevel gear IV 411 and bevel gear V 412 symmetrically arranged on the left and right sides of the rear end of piston body II 151, and also includes bevel gear VI 413 located at the end of cylinder 2. The axes of bevel gear IV 411 and bevel gear V 412 are perpendicular to the axis of piston body II 151, and the axis of bevel gear VI 413 is parallel to the axis of piston body II 151. Both bevel gear IV 411 and bevel gear V 412 are meshed with bevel gear VI 413. In the bevel gear assembly corresponding to piston assembly II 15, bevel gear IV 411 and bevel gear V 412 are both rotatably mounted with pins II 45 via bearings. Pins II 45 and slider II 46 are integrally designed. Both sides of the rear end of piston body II 151 have grooves II 47 corresponding to slider II 46, and slider II 46 is embedded in the grooves II 47. Pins II 45 are cylindrical, and slider II 46 is cuboid or cube. Designing slider II 46 as cuboid or cube increases the force-bearing area.

[0070] In piston assembly II 15, bevel gears IV 411 and V 4 12 are both mounted on cylinder 1 via axle II 17. Bevel gears IV 411 and V 412, which share a cylinder 2 wall, share axle II 17. The middle part of axle II 17 is rotatably mounted on cylinder 1 via a bearing. Splines are provided at both ends of axle II 17 to engage with bevel gears IV 411 and V 412, and retaining rings are used for positioning.

[0071] In this invention, since there are four cylinders 2, a gear IV27 and a bevel gear IV411 are provided on the wheel axle II 17 located on the far left of the cylinder body 1, and a bevel gear V412 is provided on the wheel axle II 17 located on the far right of the cylinder body 1.

[0072] In this invention, the point where piston I 141 and piston II 151 are closest together in each cylinder 2 is the top dead center (TDC), and the point where piston I 141 and piston II 151 are farthest apart is the bottom dead center (BDC). As the piston moves from TDC to BDC or from BDC to TDC, bevel gears I 401, II 402, IV 411, and V 412 all rotate 180°. In each cylinder 2, the high-temperature, high-pressure gas generated by a single fuel injection combustion can simultaneously drive piston I 141 and piston II 151 from TDC to BDC, and the piston's force-bearing area is twice that of a single-piston engine. Furthermore, in this invention, since plug I 141 and plug II 151 have slight interference with axle I 16 and axle II 17 respectively, in actual processing, a bow-shaped end face can be cut off flush with the spline at the large end of axle I 16 and axle II 17. Alternatively, the interference between plug I 141 and plug II 151 and axle I 16 and axle II 17 can be eliminated by appropriately increasing the setting radius of pins I 42 and II 45 on bevel gears I 401, bevel gear II 402, bevel gear IV 411, and bevel gear V 412, or by reducing the diameter of axle I 16 and axle II 17. Axle I 16 is specifically as follows... Figure 9 As shown, wheel axle II 17 has the same shape as wheel axle I 16.

[0073] In piston assembly I 14, the torque transmission direction is: piston body I 141 → slider I 43 → pin shaft I 42 → bevel gear I 401, bevel gear II 402 → bevel gear III 403 (single-cylinder torque integration) → wheel shaft I 16. In piston assembly II 15, the torque transmission direction is: piston body II 151 → slider II 46 → pin shaft II 45 → bevel gear IV 411, bevel gear V 412 → bevel gear VI 413 (single-cylinder torque integration) → wheel shaft II 17. In the engineering design process, the torque generated in piston assembly I 14 or piston assembly II 15 can be integrated into a single axle for output. Specifically, in this invention, the energy obtained by piston assembly I 14 from the high-pressure gas generated by combustion is converted into torque to drive gear III 26, and the energy obtained by piston assembly II 15 from the high-pressure gas generated by combustion is converted into torque to drive gear IV 27. The timing gear set integrates the two sets of torques into axle II 17 for output. In this process, the direction of torque transmission is axle I 16 → gear III 26 → large gear 282 in gear set V28 → gear VI 29 → gear IV 27 → axle II 17. Figure 2 , Figure 3 and Figure 6As shown, each piston assembly I 14 and piston assembly II 15 has a weight-reducing hole in the middle of the piston body. Specifically, piston body I 141 has a weight-reducing hole I 48 in the middle, and piston body II 151 has a weight-reducing hole II 49 in the middle. The purpose of setting the weight-reducing hole in this invention is to reduce the weight of the piston without affecting the piston strength, thereby reducing the inertial force of the piston's reciprocating motion.

[0074] like Figures 2 to 6 As shown, the intake control device 12 includes an intake wheel 121 that is connected to the intake pipe 5 via a spline. The intake pipe 5 and the intake wheel 121 are provided with intake ports 122 for air distribution at corresponding positions. The number of intake wheels 121 corresponds to the number of cylinders 2. It also includes an intake ring 123 that is installed on the cylinder body 1 and the intake seat 3 and fitted on the outer circle of the intake wheel 121. The half ring of the intake ring 123 that contacts the cylinder 2 is provided with an air distribution port that corresponds to the opening of the cylinder 2.

[0075] The exhaust control device 13 includes an exhaust wheel 131 that is connected to the exhaust pipe 6 via a spline. Exhaust ports 132 for air distribution are provided at corresponding positions on the exhaust pipe 6 and the exhaust wheel 131. The number of exhaust wheels 131 corresponds to the number of cylinders 2. It also includes an exhaust ring 133 that is installed on the cylinder body 1 and the exhaust seat 4 and fitted on the outer circle of the exhaust wheel 131. The semi-circle of the exhaust ring 133 that contacts the cylinder 2 has an air distribution port that corresponds to the opening of the cylinder 2.

[0076] Air inlets 122 for air distribution are provided at corresponding positions on the intake pipe 5 and the intake wheel 121, and the intake wheel 121 can rotate counterclockwise within the intake ring 123. In the engineering design, according to the working sequence of each cylinder 2, the intake port 122 and the opening of the intake ring 123 coincide during the intake stroke, and the intake passage 7 on the intake pipe 5 is connected to the cylinder 2 for air intake. One working cycle of each cylinder 2 is: intake stroke → compression stroke → combustion stroke → exhaust stroke. Only during the intake stroke does the intake port 122 coincide with the opening of the intake ring 123, and the intake passage 7 on the intake pipe 5 is connected to the cylinder 2 for air intake.

[0077] Exhaust ports 132 for air distribution are provided at corresponding positions on the exhaust pipe 6 and the exhaust wheel 131, and the exhaust wheel 131 can rotate counterclockwise within the exhaust ring 133. In the engineering design, according to the working sequence of each cylinder 2, the exhaust port 132 and the opening of the exhaust ring 133 coincide during the exhaust stroke, and the exhaust passage 8 on the exhaust pipe 6 connects with the cylinder 2 to discharge exhaust gas. One working cycle of each cylinder 2 is: intake stroke → compression stroke → combustion stroke → exhaust stroke. Only during the exhaust stroke does the exhaust port 132 and the opening of the exhaust ring 133 coincide, and the exhaust passage 8 on the exhaust pipe 6 connects with the cylinder 2 to discharge exhaust gas.

[0078] In this invention, the intake ring 123 consists of two semicircles, one of which is mounted on the intake seat 3 and the other on the cylinder body 1, with the opening of the semicircle on the cylinder body 1 corresponding to the opening of the cylinder 2. In engineering design, a limiting structure can be provided on the intake ring 123, such as limiting the intake ring 123 to the intake seat 3 or cylinder body 1 through protrusions and grooves, fixing it with bolts, or providing bosses on both sides of the semicircular edge of the intake ring 123, to prevent the intake ring 123 from rotating with the intake wheel 121.

[0079] Similarly, the exhaust ring 133 consists of two semicircles, one of which is mounted on the exhaust seat 4 and the other on the cylinder block 1, with the opening of the semicircle fixed on the cylinder block 1 corresponding to the opening of the cylinder 2. In engineering design, a limiting structure can be provided on the exhaust ring 133, such as limiting the exhaust ring 133 to the exhaust seat 4 or cylinder block 1 through protrusions and grooves, fixing it with bolts, or providing bosses on both sides of the semicircular edge of the exhaust ring 133, to prevent the exhaust ring 133 from rotating with the exhaust wheel 131.

[0080] In this invention, since the intake ring 123, intake wheel 121, exhaust ring 133, and exhaust wheel 131 operate in a high-temperature and high-pressure environment, and can maintain fitting accuracy during long-term rotational operation, the materials are required to meet the equipment's operating requirements in terms of high-temperature strength and coefficient of thermal expansion. Furthermore, because the intake ring 123 and intake wheel 121, and the exhaust ring 133 and exhaust wheel 131 rotate in pairs, the materials are required to have a certain self-lubricating effect, such as hard alloy materials. The outer circles and end faces of the intake wheel 121 and exhaust wheel 131 rotate in pairs with the inner circles and end faces of the intake ring 123 and exhaust ring 133, respectively, and the precision of their mating surfaces must meet the sealing requirements.

[0081] The intake impeller 121 operates under high temperature and high pressure for extended periods. After prolonged use, a small amount of carbon deposits may accumulate in the combustion stroke area of ​​the cylinder 2 corresponding to the intake impeller 121. To ensure timely cleaning of the carbon deposits on the surface of the intake impeller 121, a cutting edge (such as a blade) can be provided at the opening edge of the intake ring 123. Figure 4 As shown at point "L" in Figure 4, this ensures that the carbon on the outer surface of the intake wheel 121 is scraped off in a timely manner. In addition, to ensure that the intake wheel 121 rotates smoothly, a chamfer is made on the edge of the intake port 122 of the intake wheel 121 (as shown at point "G" in Figure 4), so that the edge of the intake wheel 121 can smoothly pass over the cutting edge of the intake ring 123.

[0082] Similarly, after prolonged operation in a high-temperature, high-pressure environment, the exhaust wheel 131 may accumulate a small amount of carbon deposits in the combustion stroke area of ​​the cylinder 2. To ensure that the carbon deposits on the surface of the exhaust wheel 131 can be cleaned in a timely manner, a cutting edge (such as a cutting edge) can be provided at the opening edge of the exhaust ring 133. Figure 5(As shown at point "K"), this ensures that the carbon on the outer surface of the exhaust wheel 131 is scraped off in a timely manner. Furthermore, to ensure smooth rotation of the exhaust wheel 131, a chamfer is made at the edge of the exhaust port 132 of the exhaust wheel 131. Figure 5 (As shown at point "H"), this allows the edge of the exhaust wheel 131 to smoothly rotate past the cutting edge of the exhaust ring 133.

[0083] like Figures 1 to 3 , Figures 6 to 8 As shown, the left end of the intake pipe 5 passes through the left side rib of the cylinder block 1 and is rotatably connected to the cylinder block 1 through a bearing, and the right end is rotatably connected to the cylinder block 1 through a bearing.

[0084] The left end of the exhaust pipe 6 passes through the left side rib of the cylinder block 1 and is rotatably connected to the cylinder block 1 via a bearing, and the right end is rotatably connected to the cylinder block 1 via a bearing.

[0085] Wheel axle I 16 and wheel axle II 17 located at the left end of cylinder 1 both pass through cylinder 1 and are rotatably connected to cylinder 1 via bearings. Wheel axle I 16 and wheel axle II 17 located at the right end of cylinder 1 are both tightly fitted and fixedly connected to cylinder 1. Bevel gear II 402 and bevel gear V 412 are rotatably mounted on wheel axle I 16 and wheel axle II 17 via bearings, and are positioned by retaining rings.

[0086] The kinetic energy gained by the piston assembly I 14 in a single cylinder 2 during the combustion stroke is transmitted to bevel gear I 401 and bevel gear II 402 via slider I 43 and pin I 42. After bevel gear I 401, bevel gear II 402 mesh with bevel gear III 403, the kinetic energy gained by the piston assembly I 14 is integrated into the axle I 16 and transmitted to gear III 26 via axle I 16. It can also be transmitted between the individual cylinders 2 via axle I 16, driving each other.

[0087] The kinetic energy gained by the piston assembly II 15 in a single cylinder 2 during the combustion stroke is transmitted to the bevel gear IV 411 and bevel gear V 412 via the slider II 46 and pin II 45. After meshing with bevel gear IV 411, bevel gear V 412 and bevel gear VI 413, the kinetic energy gained by the piston assembly II 15 is integrated into the axle II 17 and transmitted to gear IV 27 via the axle II 17. It can also be transmitted between the individual cylinders 2 via the axle II 17, driving each other.

[0088] The above arrangement facilitates the centralized placement of the timing gear set at the left end of cylinder block 1, optimizing the timing gear set layout and simplifying the number of timing gear sets required for torque integration. In this technical solution, by adjusting the diameters of pinion 281, gear I 24, gear II 25, and gear VII 30 of gear set v 28 while maintaining their transmission ratio, it can cooperate with a valve mechanism driven by a camshaft to achieve the same valve timing effect.

[0089] like Figure 1 , Figure 2 , Figures 6 to 8 As shown, the left side of the cylinder block 1 is also provided with gears I 24, II 25, III 26 and IV 27, which respectively cooperate with the intake pipe 5, exhaust pipe 6, axle I 16 and axle II 17; gear set V 28 and gear VI 29 are also provided between gear III 26 and gear IV 27 in sequence. Gear set V 28 and gear VI 29 are respectively mounted on fixed shaft III 22 and fixed shaft IV 23 by bearings. Fixed shaft III 22 and fixed shaft IV 23 are tightly fitted on the cylinder block 1.

[0090] The gear set V28 is a one-piece molded double gear. The double gear consists of a small gear 281 and a large gear 282 with progressively increasing diameters from the inside to the outside. The inner side of the double gear is the side closest to the cylinder 1.

[0091] Gears I 24 and II 25 are both meshed with pinion 281 of gear set V28. Gears III 26 and IV 27 are meshed with gears V28 and V28 respectively. Gear V28's large gear 282 is meshed with gear V29.

[0092] The oil pump shaft 31 of the high-pressure oil pump 10 passes through the left rib of the cylinder body 1 and is rotatably connected to the cylinder body 1 through a bearing. The end of the oil pump shaft 31 is equipped with a gear VII30 through a spline, and the gear VII30 meshes with the gear I 24.

[0093] In this invention, each gear is connected to its corresponding gear shaft via a spline, and the spline mainly serves to transmit torque.

[0094] In this invention, a flywheel I 50 is integrally mounted on gear III 26. Gear III 26 is located on the side closer to cylinder 1, and flywheel I 50 is located on the side farther from cylinder 1.

[0095] In this invention, a flywheel II 51 is integrally mounted on gear IV27. Gear IV27 is located on the side closer to cylinder block 1, and flywheel II 51 is located on the side farther from cylinder block 1. The purpose of setting flywheel I 50 and flywheel II 51 is to store the kinetic energy of piston assembly 114 and piston assembly II 15 during their power strokes, respectively, making the internal combustion engine rotate more smoothly. Specifically, the energy stored by flywheel I 50 and flywheel II 51 helps piston I 141 and piston II 151 in each cylinder smoothly pass through the top and bottom dead centers, maintaining the continuous and stable operation of the internal combustion engine. Simultaneously, during the manufacturing process, the outer circumferential mass of flywheel I 50 and flywheel II 51 is appropriately increased to achieve better energy storage effect. Furthermore, gear III 26, flywheel I 50, gear IV 27, and flywheel II 51 each meet dynamic and static balance requirements, and respectively satisfy the balanced operation between axle I 16 and axle II 17. Figure 1 , Figures 6 to 8 As shown, gears III26, IV27, the large gear 282 of gear set V28, and gear VI29 have the same diameter; gears I24, II25, and VII30 have the same diameter, and are twice the diameter of the small gear 281 of gear set V28.

[0096] In this invention, the aforementioned gears are collectively referred to as a timing gear set. Since gears III26, IV27, the large gear 282 of gear set V28, and VI29 have equal diameters and rotate at the same speed, and because the large gear 282 and small gear 281 of gear set V28 are integrated, they rotate synchronously. Gears I24, II25, and VII30 have equal diameters, which are twice the diameter of the small gear 281 of gear set V28. Therefore, the rotational speeds of gears I24, II25, and VII30 are half the rotational speed of the small gear 281 of gear set V28. Through the coordination of these gears, the pistons of each cylinder, the valve train, and the fuel supply mechanism work in sequence and at the designated time to complete the set tasks.

[0097] In one embodiment of the present invention, the rotation process of each gear is as follows:

[0098] Gear III26 rotates counterclockwise, causing the large gear 282 of gear set V28 to rotate clockwise. The large gear 282 then causes the gear VI29 to rotate counterclockwise, and the gear VI29 causes the gear IV27 to rotate clockwise. The small gear 281 of gear set V28 rotates clockwise, causing the gear I 24 to rotate counterclockwise. The counterclockwise rotation of gear I 24 causes the gear VII30 to rotate clockwise. At the same time, the clockwise rotation of small gear 281 causes the gear II 25 to rotate counterclockwise.

[0099] In the bevel gear assembly I 40 corresponding to piston assembly I 14, bevel gear I 401 and bevel gear II 402 have the same diameter. Bevel gear I 401 and bevel gear II 402 are connected to gear III 26 via bevel gear III 403 and axle I 16 through a spline to form a whole. Bevel gear I 401 and bevel gear II 402 rotate at the same speed as gear III 26. Bevel gear I 401 and bevel gear II 402 in the same cylinder both mesh with bevel gear III 403, and bevel gear I 401 and bevel gear II 402 in the same cylinder rotate in opposite directions. During operation, the bevel gear assemblies I 40 in each cylinder drive each other, and then transmit torque to axle II 17 for output through gear III 26, the large gear 282 of gear set V28, gear VI 29, and gear IV 27.

[0100] Similarly, in the bevel gear assembly II 41 corresponding to piston assembly II 15, bevel gear IV 411 and bevel gear V 412 have the same diameter; bevel gear IV 411 and bevel gear V 412 are connected to gear IV 27 via bevel gear VI 413 and axle II 17 through a spline to form a whole, and bevel gear IV 411 and bevel gear V 412 rotate at the same speed as gear IV 27. Both bevel gear IV 411 and bevel gear V 412 in the same cylinder mesh with bevel gear VI 413, and bevel gear IV 411 and bevel gear V 412 in the same cylinder rotate in opposite directions. During operation, the bevel gear assemblies in each cylinder drive each other, and transmit power through gear IV 27 to axle II 17 for unified output.

[0101] In the above process, it is set that when the starter gear drives gear VI29 to rotate counterclockwise, all gears, bevel gear assemblies and axles arranged on the internal combustion engine will rotate in the set direction, driving piston assembly I 14 and piston assembly II 15 to reciprocate according to the set working stroke.

[0102] like Figures 2 to 5 As shown, each cylinder 2 has one or more cooling water channels I32 on the cylinder block 1 around its outer periphery, and the cooling water channels I32 are parallel to the axis of the cylinder 2.

[0103] The intake seat 3 and cylinder block 1 on the outer periphery of the intake pipe 5 are provided with one or more cooling water passages II 33 and III 34 respectively; the exhaust seat 4 and cylinder block 1 on the outer periphery of the exhaust pipe 6 are provided with one or more cooling water passages IV 35 and V 36 respectively; cooling water passages II 33 and III 34 are parallel to the axis of the intake pipe 5, and cooling water passages IV 35 and V 36 are parallel to the axis of the exhaust pipe 6.

[0104] In this invention, there are four cooling water channels I 32 per cylinder, evenly distributed on the cylinder block 1 surrounding the cylinder 2. There are two cooling water channels II 33 and two cooling water channels III 34. Cooling water channel II 33 is located on both sides of the intake seat 3 at a certain distance from the outer circle of the intake ring 123, and cooling water channel III 34 is located on the cylinder block 1 at a certain distance from the outer circle of the intake ring 123. There are two cooling water channels IV 35 and two cooling water channels V 36. Cooling water channel IV 35 is located on both sides of the exhaust seat 4 at a certain distance from the outer circle of the exhaust ring 133, and cooling water channel V 36 is located on the cylinder block 1 at a certain distance from the outer circle of the exhaust ring 133.

[0105] In the engineering design, one end of cooling water passages I 32, II 33, III 34, IV 35, and V 36 can be uniformly connected to the cooling water supply device, and the other end can be uniformly connected to the cooling water recovery device. The purpose of using the above-mentioned cooling water passages is to cool the internal combustion engine during operation and remove heat from the engine body. In addition, the air intake duct 7 in this invention contains room temperature air, which can assist in cooling the engine and ensure the stable operation of the various moving parts of the engine under suitable temperature conditions.

[0106] like Figure 2 , Figures 6 to 8 As shown, the intake seat 3 and the exhaust seat 4 are both fixedly connected to the cylinder block 1 by bolts, and the intake pipe 5 and the exhaust pipe 6 are both provided with bearing caps 37 at the right end of the cylinder block 1; the left side of the cylinder block 1 is also provided with an end cap 38.

[0107] The bearing cover 37 and end cover 38 are mainly used to protect the various bearings, gears and other moving parts, store appropriate lubricating oil, and prevent external dust, moisture and other impurities from entering the bearings and gears, which would cause premature damage to the bearings and gears.

[0108] Similarly, cover I 18 and cover II 19 form a closed space to store appropriate lubricating oil, protecting the cylinder 1, piston assembly I 14, piston assembly II 15, bevel gear assembly I 40, bevel gear assembly II 41, and corresponding bearings, and providing lubrication protection to prevent the intrusion of external dust, moisture, and other impurities, thus extending the service life of the cylinder 1 and its rotating parts. Furthermore, ventilation channels can be provided at appropriate locations within the mating area of ​​the cylinder 1 with cover I 18 and cover II 19, allowing gas to flow smoothly between the bevel gear chambers of each cylinder, preventing the formation of positive and negative pressure differences within the bevel gear chambers during piston movement, which would reduce the output power of the internal combustion engine. Additionally, exhaust gas recovery pipes are provided at appropriate locations on both sides of the cylinder 1 to recover the small amount of gas leaking from the piston rings in cylinder 2 and return it to the intake manifold 7. Since the starting and lubrication systems in this invention are relatively common, they are not shown in the accompanying drawings.

[0109] like Figure 9 As shown, each piston assembly I 14 and piston assembly II 15 is provided with an observation window 39 at the bottom of the cylinder 1. The purpose of providing the observation window 39 on the cylinder 1 is to facilitate component installation.

[0110] In this invention, a four-cylinder diesel internal combustion engine is taken as an example. The following describes in detail the other components of this invention and their installation process. The structure and principle of gasoline internal combustion engines, gas internal combustion engines and hydrogen internal combustion engines under development are similar.

[0111] I. Installation of components on the left end of the cylinder block

[0112] In this invention, a rib is also provided at the left end of the cylinder body 1. On the one hand, it strengthens the cylinder body 1, and on the other hand, it serves as the base for installing the timing gear set (i.e., all the gears in this invention) shaft. It also forms a closed space with the end cover 38 to store lubricating oil and prevent foreign objects or contaminants from entering.

[0113] II. Installation of Piston Assembly, Bevel Gear Assembly, and Axle

[0114] In this invention, the four cylinders 2 are, from left to right, cylinder I 201, cylinder II 202, cylinder III 203, and cylinder IV 204. During installation, the moving parts within the four cylinders 2 are installed in the following order: cylinder I 201 → cylinder II 202 → cylinder III 203 → cylinder IV 204. During installation, one end of the cylinder body 1 containing cylinder I 201 faces downwards, and the other end of the cylinder body 1 containing cylinder IV 204 faces upwards. Then, they are installed sequentially according to the above order.

[0115] During installation, first, insert the bearing into the axle mounting hole on the left side of cylinder block 1 of cylinder I 201. Then, assemble piston assembly I 14 and the corresponding bevel gear assembly, pin I 42, and slider I 43 into a single unit. Simultaneously, connect piston assembly II 15 and the corresponding bevel gear assembly, pin II 45, and slider II 46 into a single unit. Then, rotate pin I 42, slider I 43, pin II 45, and slider II 46 to the front of the corresponding bevel gear center spline hole, so that piston assembly I 14 and piston assembly II 15 are both at top dead center (e.g., ...). Figure 6The positional relationship between the piston assembly I14 and the bevel gear assembly I40 inside the middle cylinder I201. After the above process is completed, axles I 16 and II 17, which mate with bevel gear II 402 and bevel gear V 412, are placed in bevel gear II 402 or bevel gear V 412, but axles I 16 and II 17 do not extend beyond the ends of bevel gear II 402 or bevel gear V 412, so as to facilitate the installation of bevel gear II 402 and bevel gear V 412; piston assembly I 14, piston assembly II 15, and bevel gears I 401, bevel gear II 402, bevel gear IV 411, and bevel gear V 412 corresponding to piston assembly I 14 and piston assembly II 15, pin I 42, slider I 43, pin II 45, and slider II 46 are pushed from both ends of cylinder I 201 toward the middle, when bevel gear I 401, bevel gear II 402 or bevel gear IV 411, bevel gear V 412... After aligning the spline hole of 412 with the mounting hole of axle I 16 or axle II 17, the internal splines of gear III 26 and gear IV 27, which are integrally set with flywheel I 50 and flywheel II 51, are connected by the external splines on axle I 16 and axle II 17, respectively. The retaining ring is used for positioning, thus completing the installation of the piston assembly, bevel gear assembly and axle in cylinder I 201.

[0116] After completing the installation of cylinder I 201, install the piston assemblies I 14 and II 15, bevel gear assemblies I 40 and II 41, sliders I 43 and II 46, and axles 16 and II 17 in cylinders II 202, III 203, and IV 204 in sequence, following the above method, to achieve cyclical, cylinder-by-cylinder installation. After cylinder IV 204 is installed in place, tightly fit and install the corresponding axle I 16 or axle II 17 on the right side of cylinder IV 204. After installing the bearing on axle I 16 or axle II 17, use retaining rings to position bevel gear II 402 and bevel gear V 412. After the bevel gear assemblies connected to piston assembly I 14 and piston assembly II 15 are installed and positioned, according to the working sequence of piston assembly I 14 and piston assembly II 15 in each cylinder 2, the bevel gear III 403 of each cylinder 2 is paired with bevel gear I 401, bevel gear II 402 or bevel gear VI 413 with bevel gear IV 411, bevel gear V 412 and the bolts are tightened to fix the position.

[0117] III. Installation of the Gas Distribution System

[0118] 1. Installation of intake control device 12

[0119] First, insert the intake ring 123 into the open semicircle of each cylinder 2, aligning the opening of the intake ring 123 with the opening on the cylinder body 1. Then, insert the intake wheel 121 with internal splines into the open semicircle of the intake ring 123 one by one. The other semicircle of the intake ring 123 is mounted on the intake seat 3. Insert the intake pipe 5 from the mounting hole on the right side of the cylinder body 1 to the left. Align the intake port 122 of the corresponding intake wheel 121 of each cylinder 2 with the opening on the intake pipe 5. The internal spline of the intake wheel 121 and the external spline of the intake pipe 5 are circumferentially positioned. The intake ring 123 is axially positioned for the intake wheel 121. According to the valve timing sequence of each cylinder, the opening of the intake pipe 5 and the intake port 122 of the intake wheel 121 correspond to the intake phase of each cylinder 2. Then, install the bearings at both ends of the intake pipe 5 into place and push the intake pipe 5 into position to the left. The spline of the intake pipe 5 extending out of the cylinder 1 is fitted with the internal spline of the gear I 24 and positioned by a retaining ring. Then, the intake seat 3, with the upper half of the intake ring 123 already installed, is placed on the intake pipe 5 and positioned by bolts. Finally, the bearing cover 37 is installed.

[0120] 2. Installation of exhaust control device 13

[0121] First, insert the semicircular opening of the exhaust ring 133 into the open position of each cylinder 2, aligning the opening of the exhaust ring 133 with the opening position on the cylinder body 1. Then, insert the exhaust wheel 131 with internal splines into the semicircular opening of the exhaust ring 133 one by one. The other half of the exhaust ring 133 is mounted on the exhaust seat 4. Insert the exhaust pipe 6 from the mounting hole on the right side of the cylinder body 1 to the left, aligning the exhaust port 132 of the exhaust wheel 131 of each cylinder 2 with the opening on the exhaust pipe 6. The internal splines of the exhaust wheel 131 and the external splines of the exhaust pipe 6 are circumferentially positioned, and the exhaust ring 133 is axially positioned for the exhaust wheel 131. According to the valve timing sequence of each cylinder, the opening of the exhaust pipe 6 and the exhaust port 132 of the exhaust wheel 131 correspond to the exhaust phase of each cylinder 2. Then, install the bearings at both ends of the exhaust pipe 6 into place, and push the exhaust pipe 6 into place to the left. The spline of the exhaust pipe 6 extending out of the cylinder block 1 is fitted with the internal spline of gear II 25 and positioned by a retaining ring. Then, the exhaust seat 4, with the lower half of the exhaust ring 133 already installed, is placed on the exhaust pipe 6 and positioned by bolts. Finally, the bearing cover 37 is installed.

[0122] The working principle of this invention will be explained in detail below using a four-cylinder diesel internal combustion engine as an example.

[0123] This invention uses a four-cylinder, four-stroke diesel internal combustion engine as an example. Other solutions can also be diesel, gasoline, or natural gas internal combustion engines with other numbers of cylinders. Two sets of piston assemblies I 14 and II 15 with opposite motion are arranged within the same cylinder 2. These assemblies are respectively connected to axle I 16 and axle II 17 via corresponding bevel gear assemblies I 40 and II 41. The kinetic energy of axle I 16 and axle II 17 is integrated and output through a partial timing gear set. When each cylinder 2 operates continuously, axle II 17 can obtain continuous kinetic energy output to drive the working machinery. Depending on the requirements of the internal combustion engine, the integrated kinetic energy can also be output from the left or right end of axle I 16, and concentrated through the right end of axle II 17 or the ends of gear sets V28 and VI29.

[0124] In this invention, piston assembly I 14 and piston assembly II 15 within each cylinder 2 constitute a pair of piston assemblies. The four strokes of each pair of piston assemblies within each cylinder are: intake stroke → compression stroke → combustion stroke (power stroke) → exhaust stroke. For each stroke completed by a pair of piston assemblies, the bevel gears I 401, II 402, III 26, IV 411, V 412, and IV 27 rotate 180°. In each bevel gear assembly, bevel gears I 401, II 402, III 403, IV 411, V 412, and VI 413, located on the left and right sides of the rear end of the piston body, mesh to connect and transmit kinetic energy. Since this invention eliminates the crankshaft, the firing order of the cylinders can be adjusted simply by modifying the meshing positions of bevel gear III 403 with bevel gear I 401 and II 402, and bevel gear VI 413 with bevel gear IV 411 and V 412. Furthermore, because a four-cylinder engine has cylinder 2 burning (performing power) every 180°, the pistons in each cylinder 2 interact via pins I 42 and II 45, bevel gear assembly I 40 and II 41, and axles I 16 and II 17. Therefore, the flywheel's function of storing energy to ensure smooth engine rotation is weakened; the flywheel only needs to ensure the piston smoothly passes through top and bottom dead centers. Thus, minimizing the flywheel's size and weight reduces the overall weight of the internal combustion engine. In the engineering design, the starter gear can mesh with gear VI29 and drive gear VI29 to rotate counterclockwise. Gear VI29 drives gear III26 to rotate counterclockwise and gear IV27 to rotate clockwise through the large gear 282 in gear set V28. The internal spline of gear III26 drives the corresponding bevel gear assembly I 40 in each cylinder to rotate in the set direction through the external spline of wheel shaft I 16. The internal spline of gear IV27 drives the corresponding bevel gear assembly II 41 in each cylinder to rotate in the set direction through the external spline of wheel shaft II 17.

[0125] If the existing diesel engine and the diesel engine produced using this invention have the same combustion medium, compression ratio, and cylinder temperature in each working cycle (for turbocharged engines, the cylinder pressure is higher than that of naturally aspirated engines), and the expansion ratio of the gas after combustion remains unchanged, in order to ensure that the piston I 141 and piston II 151 in one cylinder 2 of this invention still maintain appropriate positive pressure in the cylinder at the end of the power stroke, the setting radius of pin I 42 and pin II 45 on the corresponding bevel gears I 401, bevel gear II 402, bevel gear IV 411, and bevel gear V 412 can be appropriately reduced. This will control the total volume swept by piston I 141 and piston II 151 from top dead center to bottom dead center to not exceed the total volume of high-temperature and high-pressure gas expansion, so that piston I 141 and piston II 151 are pushed by high-temperature and high-pressure gas throughout the power stroke. Furthermore, because the high-temperature gases burning in the same cylinder push piston I 141 and piston II 151 to move in opposite directions, the rate of change of cylinder volume is relatively faster than that of a single-piston internal combustion engine. Although the combustion speed of fuel under high temperature and high pressure is extremely fast, the combustion of fuel will still continue for a certain period of time, and the volume of fuel after combustion expansion is much larger than the total volume swept by piston I 141 and piston II 151 from top dead center to bottom dead center. Therefore, by appropriately controlling the setting radius of pin I 42 and pin II 45 on bevel gear I 401, bevel gear II 402, bevel gear IV 411, and bevel gear V 412, the rate of change of volume has little effect on the pressure change in the cylinder.

[0126] like Figure 6 As shown, in one embodiment of the present invention, the working sequence of each cylinder of the internal combustion engine is cylinder I 201 → cylinder III 203 → cylinder IV 204 → cylinder II 202 → cylinder I 201 working in a cycle, with the same stroke of each cylinder lagging behind by 180° according to the working sequence of each cylinder.

[0127] I. The specific details of the intake stroke are as follows:

[0128] During the intake stroke, gear III26 rotates counterclockwise from 0° to 180°, and gear IV27 rotates clockwise from 0° to 180°. When the starter motor drives pistons I 141 and II 151 in cylinder I 201 to move from top dead center to bottom dead center, the intake wheel 121 corresponding to cylinder I 201 rotates counterclockwise until the intake port 122 connects with the opening of the intake ring 123, and air enters cylinder I 201 from the intake pipe 5 through the intake port 122. The exhaust wheel 131 rotates counterclockwise until the exhaust port 132 does not connect with the opening of the exhaust ring 133. When pistons I 141 and II 151 reach bottom dead center from top dead center, the intake stroke ends.

[0129] II. The compression stroke is as follows:

[0130] During the compression stroke, gear III26 rotates counterclockwise from 180° to 360°, and gear IV27 rotates clockwise from 180° to 360°. The starter motor continues to drive pistons I 141 and II 151 in cylinder I 201 to move from bottom dead center to top dead center, respectively. The intake wheel 121 of cylinder I 201 rotates counterclockwise until the intake port 122 is no longer connected to the opening of the intake ring 123, and the exhaust wheel 131 rotates counterclockwise until the exhaust port 132 is no longer connected to the opening of the exhaust ring 133. Cylinder I 201 forms a closed space. When pistons I 141 and II 151 reach top dead center from bottom dead center, the compression stroke ends.

[0131] III. The combustion stroke is as follows:

[0132] During the combustion stroke, gear III26 rotates counterclockwise from 360° to 540°, and gear IV27 rotates clockwise from 360° to 540°. The intake wheel 121 of cylinder I 201 rotates counterclockwise until the intake port 122 is no longer connected to the opening of the intake ring 123, and the exhaust wheel 131 rotates counterclockwise until the exhaust port 132 is no longer connected to the opening of the exhaust ring 133. Before the end of the compression stroke, the plunger in the high-pressure oil pump 10 corresponding to cylinder I 201 pushes diesel fuel through the high-pressure oil pipe 11 into the corresponding injector 9 to inject atomized diesel fuel into cylinder I 201. The atomized diesel fuel is ignited by the high-temperature gas, further increasing the temperature and pressure inside cylinder I 201, pushing the piston I 141 and piston II 151 inside cylinder I 201 to move from top dead center to bottom dead center respectively. The piston I 141 and piston II 151 drive the corresponding bevel gear assembly I 40 and bevel gear assembly II 41 inside cylinder I 201 to rotate in the set direction through the corresponding pins I 42 and II 45 respectively. When the piston I 141 and piston II 151 inside cylinder I 201 rotates in the set direction, the piston I 141 and piston II 151 rotate in the set direction. 141 and 151 move from top dead center to bottom dead center respectively, and the combustion stroke ends.

[0133] IV. The exhaust stroke is as follows:

[0134] During the exhaust stroke, gear III26 rotates counterclockwise from 540° to 720°, and gear IV27 rotates clockwise from 540° to 720°. Inside cylinder I 201, piston I 141 and piston II 151 move from bottom dead center to top dead center respectively. The intake wheel 121 of cylinder I 201 rotates counterclockwise until the intake port 122 is no longer connected to the opening of the intake ring 123. The exhaust wheel 131 rotates counterclockwise until the exhaust port 132 is connected to the opening of the exhaust ring 133. The combustion exhaust gas inside cylinder I 201 is discharged through the exhaust port 132 and the exhaust passage 8 of the exhaust pipe 6.

[0135] Cylinder I 201 completes four strokes, i.e., one working cycle. Since the pistons I 141 and II 151 within each cylinder are connected by slider I 43 and pin I 42, slider II 46 and pin II 45 respectively, and the bevel gear assemblies I 40 and II 41 are connected by axle I 16, axle II 17 and gears III 26, V28's large gear 282, VI 29, and IV 27 to form a single unit, each gear rotates in a set direction. While cylinder I 201 is working, the remaining cylinders 2 coordinate with the intake control device 12 and exhaust control device 13 according to a set working sequence. After combustion (power stroke) in cylinder I 201, the combustion sequence is: cylinder III 203 → cylinder IV 204 → cylinder II 202 → cylinder I 203. 201, and so on, working continuously and in a cycle, with the combustion of each cylinder lagging behind the previous cylinder by 180°.

[0136] During the start-up phase of the internal combustion engine, the starter drives each gear to rotate in a set direction. The bevel gears of each cylinder drive the piston assembly I 14 and piston assembly II 15 in each cylinder in a set sequence to achieve each working stroke. After the internal combustion engine enters autonomous operation, each cylinder 2 drives each other and works continuously in a cycle.

[0137] The following section uses a four-cylinder diesel internal combustion engine as an example to provide a detailed explanation of the structural and operational details of this invention.

[0138] I. Specific Connection Method of Piston Assembly and Bevel Gear Assembly

[0139] In this invention, the piston assemblies I 14 in the four cylinders 2 are located on the same side of the cylinder body 1, and the four piston assemblies I 14 are all matched with the corresponding bevel gear assemblies I 40. The five wheel axles I 16 are on the same axis. The wheel axle I 16 on the left side of the cylinder 2 is rotatably mounted on the cylinder body 1 through a bearing. The part of the wheel axle I 16 located at the outer end of the cylinder body 1 is equipped with a gear III 26 and a flywheel I 50 integrally formed with the gear III 26 through a spline.

[0140] A bevel gear I 401 is mounted on the left end of cylinder I 201 via a spline on a shaft I 16, and is positioned by a snap ring. Gear III 26 rotates synchronously with bevel gear I 401. A shaft I 16 is rotatably mounted on cylinder body 1 between cylinder I 201 and cylinder II 202 via a bearing. A bevel gear II 402 is mounted on the left end of shaft I 16 within cylinder I 201 via a spline, and a bevel gear I 401 is mounted on the right end of shaft I 16 within cylinder II 202 via a spline, and is positioned by a snap ring. Bevel gear II 402 in cylinder I 201 rotates synchronously with bevel gear I 401 in cylinder II 202.

[0141] A wheel shaft I 16 is rotatably mounted on cylinder body 1 between cylinder II 202 and cylinder III 203 via bearings. A bevel gear II 402 is mounted in cylinder II 202 at the left end of wheel shaft I 16 via splines, and a bevel gear I 401 is mounted in cylinder III 203 at the right end of wheel shaft I 16 via splines. The bevel gear II 402 in cylinder II 202 and the bevel gear I 401 in cylinder III 203 rotate synchronously.

[0142] A wheel axle I 16 is rotatably mounted on cylinder body 1 between cylinders III203 and IV204 via bearings. A bevel gear II 402 is mounted in cylinder III203 at the left end of wheel axle I 16 via splines, and a bevel gear I 401 is mounted in cylinder IV204 at the right end of wheel axle I 16 via splines. The gears are positioned by snap rings. The bevel gear II 402 in cylinder III203 and the bevel gear I 401 in cylinder IV204 rotate synchronously.

[0143] A wheel axle I 16 is tightly fitted onto the cylinder body 1 at the right end of cylinder IV204. A bevel gear II 402 is rotatably mounted on this wheel axle I 16 within cylinder IV204 via a bearing. Bevel gears I 401 and II 402 within cylinders I 201, II 202, III 203, and IV 204 have the same diameter and mesh with their corresponding bevel gears III 403 within each cylinder. Bevel gears III 403 are rotatably mounted on a fixed shaft I 20 via bearings. The fixed shaft I 20 is mounted on a cover I 18 and secured with a retaining ring. Bevel gears I 401 and II 402 at the rear end of piston assembly I 14 are rotatably mounted on cylinder body I 1 via wheel axle I 16 and secured with a retaining ring. Similarly, piston assemblies II 15 within the four cylinders 2 are located on the other side of cylinder body 1, and the engagement method between piston assembly II 15 and its corresponding bevel gear assembly is the same as described above.

[0144] II. Explanation of the rotation direction of the bevel gear assembly

[0145] like Figure 6As shown, to facilitate understanding and explanation of the rotation direction of the bevel gear assembly, bevel gear I 401, bevel gear II 402, bevel gear IV 411, and bevel gear V 412 are viewed from left to right, while bevel gear III 403 and bevel gear VI 413 are viewed from front to back. When gear III 26 rotates counterclockwise, it drives the wheel shaft I 16 to rotate via the spline. On the left side of cylinder 1 of cylinder I 201, the wheel shaft I 16, which is rotatably mounted on the bearing, then drives the bevel gear I 401 inside cylinder I 201 to rotate counterclockwise synchronously via the spline. Bevel gear I 401 drives bevel gear III 403, which is rotatably mounted on the fixed shaft I 20 via the bearing, to rotate counterclockwise. Bevel gear III 403 drives the bevel gear II 402, which meshes with it, to rotate clockwise. Bevel gear II 402 drives the wheel shaft I 16 to rotate via the spline. On cylinder body 1 between cylinder I 201 and cylinder II 202, a shaft I 16, rotatably mounted on a bearing, drives bevel gear I 401 inside cylinder II 202 to rotate clockwise via a spline. Bevel gear I 401 drives bevel gear III 403, rotatably mounted on a fixed shaft I 20 via a bearing, to rotate clockwise. Bevel gear III 403 drives bevel gear II 402, which meshes with it, to rotate counterclockwise. Bevel gear II 402 drives shaft I 16 to rotate counterclockwise via a spline. On cylinder body 1 between cylinder II 202 and cylinder III 203, a shaft I 16, rotatably mounted on a bearing, drives bevel gear I 401 inside cylinder III 203 to rotate counterclockwise via a spline. Bevel gear I 401 drives bevel gear III 403, rotatably mounted on a fixed shaft I 20 via a bearing, to rotate counterclockwise. Bevel gear III 403 drives bevel gear II 402, which meshes with it, to rotate clockwise. 402 drives the axle I 16 to rotate clockwise via a spline. The axle I 16, which is rotatably mounted on the cylinder body 1 between cylinder III 203 and cylinder IV 204 via a bearing, then drives the bevel gear I 401 inside cylinder IV 204 to rotate clockwise via a spline. The bevel gear I 401 drives the bevel gear III 403, which is rotatably mounted on the fixed shaft I 20 via a bearing, to rotate clockwise. The bevel gear III 403 drives the bevel gear II 402, which is rotatably mounted on the axle I 16 via a bearing, to rotate counterclockwise.

[0146] Simultaneously, gear IV27 rotates clockwise, driving axle II 17 to rotate clockwise via a spline. Axle II 17, mounted on the left side of cylinder body 1 of cylinder I 201 via a bearing, then drives bevel gear IV 411 inside cylinder I 201 to rotate clockwise. Bevel gear IV 411 drives bevel gear VI 413, mounted on fixed shaft II 21 via a bearing, to rotate counterclockwise. Bevel gear VI 413 drives bevel gear V 412, which meshes with it, to rotate counterclockwise. Bevel gear V 412 drives axle II 17 to rotate counterclockwise via a spline. Axle II 17, mounted on cylinder body 1 between cylinder I 201 and cylinder II 202 via a bearing, then drives bevel gear IV 411 inside cylinder II 202 to rotate counterclockwise via a spline. Bevel gear IV 411 drives bevel gear II 411, mounted on fixed shaft II 21 via a bearing... The bevel gear VI413 on cylinder 21 rotates clockwise, driving the meshing bevel gear V412 to rotate clockwise. Bevel gear V412, via a spline, drives shaft II 17 to rotate clockwise. Shaft II 17, mounted on cylinder 1 between cylinders II 202 and III 203 via a bearing, then drives bevel gear IV 411 inside cylinder III 203 to rotate clockwise via a spline. Bevel gear IV 411 drives bevel gear VI413, mounted on fixed shaft II 21 via a bearing, to rotate counterclockwise. Bevel gear VI413 drives the meshing bevel gear V412 to rotate counterclockwise. Bevel gear V412, via a spline, drives shaft II 17 to rotate counterclockwise. Shaft II 17, mounted on cylinder 1 between cylinders III 203 and IV 204 via a bearing, then drives bevel gear IV 411 inside cylinder IV 204 to rotate counterclockwise via a spline. 411 drives the bevel gear VI413, which is rotatably mounted on the fixed shaft II 21 via a bearing, to rotate clockwise. The bevel gear VI413 drives the bevel gear V 412, which is rotatably mounted on the wheel axle II 17 via a bearing, to rotate clockwise.

[0147] III. Explanation of the mating methods between the pins, sliders, piston assemblies, and bevel gear assemblies

[0148] For ease of understanding, the pin, slider, piston assembly, and bevel gear assembly inside cylinder I 201 will be used as examples to explain in detail the fit of the above structures.

[0149] like Figure 3 , Figure 6As shown, when the piston is at the top and bottom dead centers, the pin I 42 on the bevel gear I 401 and bevel gear II 402, which are located in cylinder I 201 and correspond to piston assembly I 14, is in the middle of piston slide groove I 44. When the piston in cylinder I 201 moves from top dead center to bottom dead center, the bevel gear I 401 rotates counterclockwise from 0° to 90°. The slider I 43 of the pin I 42, rotatably mounted on the bevel gear I 401 via a bearing, slides upwards from the middle of the groove I 44 to the top. When the bevel gear I 401 rotates counterclockwise from 90° to 180°, the slider I 43 of the pin I 42, rotatably mounted on the bevel gear I 401 via a bearing, slides downwards from the top of the groove I 44 to the middle. When the bevel gear I 401 rotates counterclockwise from 180° to 270°, the slider I 43 of the pin I 42, rotatably mounted on the bevel gear I 401 via a bearing, slides downwards from the middle of the groove I 44 to the bottom. When the bevel gear I 401 rotates counterclockwise from 270° to 360°, the slider I 43 of the pin I 42, rotatably mounted on the bevel gear I 401 via a bearing... 43 slides upwards from the bottom of the slide I44 to the middle. Simultaneously, as bevel gear II 402 rotates clockwise from 0° to 90°, the slider I 43 of pin I 42, which is rotatably mounted on bevel gear II 402 via bearings, slides downwards from the middle of groove I 44 to the bottom. When bevel gear II 402 rotates clockwise from 90° to 180°, the slider I 43 of pin I 42, which is rotatably mounted on bevel gear II 402 via bearings, slides upwards from the bottom of groove I 44 to the middle. When bevel gear II 402 rotates clockwise from 180° to 270°, the slider I 43 of pin I 42, which is rotatably mounted on bevel gear II 402 via bearings, slides upwards from the middle of groove I 44 to the top. When bevel gear II 402 rotates clockwise from 270° to 360°, the slider I 43 of pin I 42, which is rotatably mounted on bevel gear II 402 via bearings, slides downwards from the top of groove I 44 to the middle.

[0150] At the other end of cylinder I 201, bevel gear IV 411 rotates clockwise from 0° to 90°. The slider II 46 of pin II 45, rotatably mounted on bevel gear IV 411 via bearings, slides upwards from the middle of groove II 47 to the top. When bevel gear IV 411 rotates clockwise from 90° to 180°, the slider II 46 of pin II 45, rotatably mounted on bevel gear IV 411 via bearings slides downwards from the top of groove II 47 to the middle. When bevel gear IV 411 rotates clockwise from 180° to 270°, the slider II 46 of pin II 45, rotatably mounted on bevel gear IV 411 via bearings slides downwards from the middle of groove II 47 to the bottom. When bevel gear IV 411 rotates clockwise from 270° to 360°, the slider II 46 of pin II 45, rotatably mounted on bevel gear IV 411 via bearings slides downwards from the middle of groove II 47 to the bottom. 47. The bottom slides upward to the middle; simultaneously, the bevel gear V 412 rotates counterclockwise from 0° to 90°, and the slider II 46 of the pin II 45 rotatably mounted on the bevel gear V 412 via the bearing slides downward to the bottom from the middle of the groove II 47. When the bevel gear V 412 rotates counterclockwise from 90° to 180°, the slider II 46 of the pin II 45 rotatably mounted on the bevel gear V 412 via the bearing slides upward to the middle from the bottom of the groove II 47. When the bevel gear V 412 rotates counterclockwise from 180° to 270°, the slider II 46 of the pin II 45 rotatably mounted on the bevel gear V 412 via the bearing slides upward to the top from the middle of the groove II 47. When the bevel gear V 412 rotates counterclockwise from 270° to 360°, the slider II 46 of the pin II 45 rotatably mounted on the bevel gear V 412 via the bearing slides downward to the bottom from the middle of the groove II 47. 47. Slide the top down to the middle.

[0151] The above description describes how the rotation of bevel gears I 401, II 402, IV 411, and V 412 in cylinder I 201, once drives piston assembly I 14 and piston assembly II 15 to reciprocate once from top dead center → bottom dead center → top dead center. The remaining cylinders 2 operate by rotating bevel gears I 401, II 402, IV 411, and V 412. The pins I 42, I 43, II 45, and II 46 on the bevel gears, which are rotatably mounted on bearings, slide within piston grooves I 44 and II 47. The operation is the same whether the bevel gears drive the piston or the piston drives the bevel gears.

[0152] To adapt to the layout constraints of different operating environments, bevel gears III403 and VI413 can be arranged at any position within a 180° range at both ends of cylinder 2 as needed. Under normal meshing conditions with bevel gears I 401, II 402, IV 411, and V 412, the engine can operate normally.

[0153] Because each cylinder in this invention employs two sets of bevel gears I 401 and II 402 with opposite rotation directions, bevel gears IV 411 and V 412 are rotatably mounted with pins I 42, sliders I 43 and II 45 via bearings. The piston is pushed by the two opposing pins, or the piston pushes the pins to drive the bevel gears to rotate in the opposite direction. This ensures that piston assembly I 14 and piston assembly II 15 are always subjected to a set of symmetrical action or reaction forces from bevel gears I 401 and II 402, bevel gears IV 411 and V 412 via pins I 42 and II 45, thus eliminating the radial component force and radial wear between piston assembly I 14 and piston assembly II 15 and cylinder 2.

[0154] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the scope of the present invention should be included within the protection scope of the present invention.

Claims

1. A dual-piston mechanism for an internal combustion engine, characterized in that, Includes a cylinder body (1), inside which is provided one or more cylinders (2); an intake seat (3) is installed on the upper part of the cylinder body (1), and an exhaust seat (4) is installed on the lower part. An intake pipe (5) and an exhaust pipe (6) that penetrate the cylinder body (1) are respectively provided in the intake seat (3) and the exhaust seat (4). An intake passage (7) and an exhaust passage (8) that can communicate with the cylinder (2) are respectively provided inside the intake pipe (5) and the exhaust pipe (6); both the intake pipe (5) and the exhaust pipe (6) are blind pipes, and the right end of both the intake pipe (5) and the exhaust pipe (6) are connected to the outside. An intake control device (12) is provided on the intake pipe (5) at the position corresponding to the cylinder (2), and an exhaust control device (13) is provided on the exhaust pipe (6) at the position corresponding to the cylinder (2). Each cylinder (2) is symmetrically provided with piston assembly I (14) and piston assembly II (15), and the outer surface of the cylinder body (1) is provided with a timing gear set that integrates and outputs the kinetic energy obtained by piston assembly I (14) and piston assembly II (15).

2. The dual-piston mechanism for an internal combustion engine according to claim 1, characterized in that, Both piston assembly I (14) and piston assembly II (15) include a plug body and piston rings, wherein the front end of the plug body is a plug head, and the piston rings are mounted on the outer surface of the plug head; The cylinder (2) is also provided with a bevel gear assembly that cooperates with the rear end of the plug body; the bevel gear assembly includes bevel gears symmetrically arranged on the left and right sides of the rear end of the plug body, and also includes a bevel gear located at the end of the cylinder (2); the central axes of the two bevel gears symmetrically arranged on the left and right sides of the rear end of the plug body are perpendicular to the center line of the plug body, the central axis of the bevel gear located at the end of the cylinder (2) is parallel to the center line of the plug body, and the two bevel teeth arranged on the left and right sides of the rear end of the plug body are meshed with the bevel gear located at the end of the cylinder (2); Two bevel teeth symmetrically arranged on the left and right sides of the rear end of the plug body are fixed with pins by bearings. A slider is fixed to the end of the pin. Slide grooves corresponding to the sliders are opened on both sides of the rear end of the plug body, and the sliders are embedded in the slide grooves. In the piston assembly I (14), the two bevel gears symmetrically arranged on the left and right sides of the rear end of the piston body are mounted on the cylinder body (1) through the wheel shaft I (16); the bevel gears sharing a cylinder (2) wall share a wheel shaft I (16), and the wheel shaft I (16) is rotatably mounted on the cylinder body (1) through a bearing; The two bevel gears symmetrically arranged on the left and right sides of the rear end of the piston assembly II (15) are fixed to the cylinder body (1) by axle II (17); the bevel gears sharing a cylinder (2) wall share axle II (17), and axle II (17) is rotatably mounted on the cylinder body (1) by bearings; Cover I (18) and cover II (19) are respectively installed on the cylinder body (1) at both ends of the cylinder (2), and the bevel gear in piston assembly I (14) located at the end of the cylinder (2) is fixed on cover I (18) by fixed shaft I (20); the bevel gear in piston assembly II (15) located at the end of the cylinder (2) is fixed on cover II (19) by fixed shaft II (21).

3. The dual-piston mechanism for an internal combustion engine according to claim 1 or 2, characterized in that, The intake control device (12) includes an intake wheel (121) connected to the intake pipe (5) via a spline, and an intake port (122) for air distribution is provided at the same position on the intake pipe (5) and the intake wheel (121); it also includes an intake ring (123) installed on the cylinder block (1) and the intake seat (3) and fitted on the intake wheel (121), and an opening for air intake is provided at the position where the intake ring (123) contacts the cylinder (2); The exhaust control device (13) includes an exhaust wheel (131) connected to the exhaust pipe (6) via a spline, and an exhaust port (132) for exhaust is provided at the same position on the exhaust pipe (6) and the exhaust wheel (131); it also includes an exhaust ring (133) installed on the cylinder (1) and the exhaust seat (4) and fitted on the exhaust wheel (131), and an opening for exhaust is provided at the position where the exhaust ring (133) contacts the cylinder (2).

4. The dual-piston mechanism for an internal combustion engine according to claim 1 or 2, characterized in that, The left end of the intake pipe (5) passes through the cylinder block (1) and is rotatably connected to the cylinder block (1) through a bearing, and the right end is rotatably connected to the cylinder block (1) through a bearing. The left end of the exhaust pipe (6) passes through the cylinder block (1) and is rotatably connected to the cylinder block (1) through a bearing, and the right end is rotatably connected to the cylinder block (1) through a bearing. The wheel axle I (16) and wheel axle II (17) located at the left end of the cylinder (1) both pass through the cylinder (1) and are rotatably connected to the cylinder (1) through bearings. The wheel axle I (16) and wheel axle II (17) located at the right end of the cylinder (1) are tightly fitted and connected to the cylinder (1).

5. The dual-piston mechanism for an internal combustion engine according to claim 4, characterized in that, The timing gear set includes gears I (24), II (25), III (26), and IV (27) which are located on the left side of the cylinder block (1) and respectively cooperate with the intake pipe (5), the exhaust pipe (6), the wheel axle I (16), and the wheel axle II (17); gear set V (28) and gear VI (29) are also arranged between gear III (26) and gear IV (27). Gear set V (28) and gear VI (29) are respectively rotatably mounted on fixed shaft III (22) and fixed shaft IV (23) through bearings, and fixed shaft III (22) and fixed shaft IV (23) are tightly fitted and fixedly connected to the cylinder block (1); The gear set V (28) is a two-gear assembly formed in one piece. The two-gear assembly consists of a small gear (281) and a large gear (282) with progressively increasing diameters from the inside to the outside. The inner side of the two-gear assembly is the side closest to the cylinder body (1). Gear I (24) and gear II (25) are both meshed with pinion (281), gear III (26) and gear IV (27) are meshed with gear III (282) and gear IV (29) respectively, and gear III (282) is meshed with gear IV (29).

6. The dual-piston mechanism for an internal combustion engine according to claim 5, characterized in that, The intake seat (3) is also equipped with an injector (9) connected to the cylinder (2), and the number of injectors (9) matches the number of cylinders (2); a high-pressure oil pump (10) is also fixed outside the cylinder body (1), and the high-pressure oil pump (10) is connected to the injector (9) through a high-pressure oil pipe (11). The oil pump shaft (31) at the input end of the high-pressure oil pump (10) is located on the left side of the cylinder block (1). The end of the oil pump shaft (31) is fixedly connected to the gear VII (30) by a spline, and the gear VII (30) meshes with the gear I (24).

7. The dual-piston mechanism for an internal combustion engine according to claim 1, 2, 5 or 6, characterized in that, Each cylinder (2) has one or more cooling water passages I (32) on the cylinder body (1) on its outer periphery. The cooling water passages I (32) are arranged perpendicular to the intake pipe (5) and the exhaust pipe (6). The intake seat (3) and cylinder block (1) on the outer periphery of the intake pipe (5) are provided with one or more cooling water passages II (33) and III (34), respectively; the exhaust seat (4) and cylinder block (1) on the outer periphery of the exhaust pipe (6) are provided with one or more cooling water passages IV (35) and V (36), respectively. Cooling water passages II (33) and III (34) are both arranged parallel to the direction of the intake pipe (5), and cooling water passages IV (35) and V (36) are both arranged parallel to the direction of the exhaust pipe (6).

8. The dual-piston mechanism for an internal combustion engine according to claim 1, 2, 5 or 6, characterized in that, The intake seat (3) and exhaust seat (4) are fixedly connected to the cylinder block (1) by bolts, and the intake pipe (5) and exhaust pipe (6) are both provided with bearing caps (37) at the right end of the cylinder block (1); the cylinder block (1) is also provided with an end cap (38) on the left side.

9. The dual-piston mechanism for an internal combustion engine according to claim 1, 2, 5 or 6, characterized in that, Each piston assembly I (14) and piston assembly II (15) has an observation window (39) at the bottom of the cylinder (1).

10. An internal combustion engine, characterized in that, Includes the dual-piston mechanism for an internal combustion engine as described in any one of claims 1 to 9.

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