Engine

Abstract

An engine comprises a central main output shaft, flywheels arranged at the two ends of the central main output shaft, opposed air cylinders, a power transmission mechanism, a transmission mechanism and a plurality of power units linked with the opposed air cylinders, and the power units are evenly arranged around the axis of the central main output shaft in the circumferential direction; wherein each power unit comprises a piston, the pistons on the two sides of the opposed cylinders are coaxially opposite in pairs, and a hedging structure is formed in the opposed cylinders; according to the reciprocating engine, a crank connecting rod structure of a traditional reciprocating engine is removed, cylinder body circumferential uniform distribution and piston hedging arrangement are adopted, bidirectional stress of the system is balanced, and therefore the reciprocating engine has the advantages of being high in reliability, high in reliability and high in reliability. The whole machine is small in vibration, stable in operation and long in service life.

Description

Technical Field

[0001] This invention relates to an engine and belongs to the field of engine technology. Background Technology

[0002] Internal combustion engines, as power machines that convert the heat energy generated by fuel combustion into mechanical energy, are widely used in automobiles, construction machinery, aerospace, and distributed power generation. Traditional engines generally use a crankshaft and connecting rod mechanism as the core power conversion device. Their basic working principle is that the expansion of combustion gases in the cylinder pushes the piston in a linear reciprocating motion, which is then converted into the rotational motion of the crankshaft by the connecting rod, ultimately outputting power. However, with the increasing demands of modern industry for power units in terms of space utilization, operational stability, and service life, the limitations of traditional structures are becoming increasingly apparent.

[0003] However, traditional crankshaft connecting rod mechanisms have inherent structural defects during operation. On the one hand, because the connecting rod constantly changes its tilt angle during piston movement, it inevitably generates periodic lateral thrust on the cylinder wall, which not only shortens the engine's service life but also significantly increases mechanical friction losses. On the other hand, the eccentric structure of the crankshaft and the unidirectional reciprocating motion of the piston generate alternating inertial forces that are difficult to fully self-balance, causing severe mechanical vibration and noise at high engine speeds. Furthermore, the cylinders of traditional engines are typically arranged in a straight line or V-shape along the longitudinal direction of the crankshaft, resulting in a long longitudinal dimension, large volume, and low power density, making it difficult to meet the design requirements of modern high-compactness and high-stability power units. Therefore, it is urgent to improve existing technologies to solve the technical problems of high vibration and low overall structural space utilization in traditional engines. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings and deficiencies of the existing technology and to provide an engine that addresses the above problems.

[0005] An engine includes: a central main output shaft, flywheels disposed at both ends of the central main output shaft, opposed cylinders, a power transmission mechanism, a transmission mechanism, and a plurality of power units linked to the opposed cylinders, wherein the plurality of power units are evenly arranged in a circumferential direction around the axis of the central main output shaft. Each of the power units includes a piston. The pistons on both sides of the opposed cylinder are coaxially opposite each other and form an opposing structure in the opposed cylinder. The linear reciprocating motion generated by the piston is converted into rotational motion by the power transmission mechanism and transmitted to the central main output shaft through the transmission mechanism to drive the flywheel to rotate.

[0006] Furthermore, the pistons on both sides of the opposed cylinder share the central combustion chamber working chamber within the opposed cylinder, or perform synchronous linear reciprocating motions in opposite directions or opposite directions within multiple cylinder bores evenly distributed inside the opposed cylinder.

[0007] Furthermore, the power transmission mechanism includes a connecting rod arm rotatably connected to each piston, and a drive cam disk rotatably connected to the connecting rod arm. The drive cam disk is used to link with the transmission mechanism to drive the central main output shaft.

[0008] Furthermore, the transmission mechanism includes a fixed base fixedly connected to the opposing cylinder. The fixed base is provided with a driving bevel gear and a driven bevel gear. The driving bevel gears are rotatably connected to each of the driving cam disks. The driven bevel gears are located at both ends of the central main output shaft. Multiple driving bevel gears evenly distributed along the circumference mesh with the driven bevel gears to symmetrically transmit the power of each piston to the central main output shaft.

[0009] Furthermore, the drive cam disk is rotatably located outside the fixed base, and its rotation center is coaxial with the drive bevel gear. The connection center between the connecting rod arm and the drive cam disk is offset from the rotation center of the drive cam disk.

[0010] Furthermore, it also includes a valve distribution mechanism, which includes an intake channel and an outlet channel. The intake channel and the outlet channel are connected to several intake holes and outlet holes provided on the opposing cylinders. The opposing cylinders are also provided with a control component that is linked to the flywheel to control the opening and closing of the intake holes and outlet holes.

[0011] Furthermore, the flywheel has a groove on its inner side, and the control component includes a control rod that abuts against the inner side of the flywheel. The other side of the control rod is connected to a stop block for controlling the opening and closing of the air inlet and outlet.

[0012] Furthermore, when the flywheel rotates to the point where the control lever abuts against the groove, the stop block retracts, allowing the air inlet and outlet to connect with the air inlet and outlet channels respectively. When the flywheel rotates to the point where the control lever retracts from the groove, the flywheel lifts the control lever and pushes the stop block to cut off the connection between the air inlet and outlet and the air inlet and outlet channels.

[0013] Furthermore, a first fixing plate is fixed on both sides of the central main output shaft, and a second fixing plate is fixed on both sides of the opposing cylinder. Both the first fixing plate and the second fixing plate are provided with multiple fixing holes. The control rod is slidably disposed in the fixing holes. The control rod is also provided with a limiting piece located between the first fixing plate and the second fixing plate.

[0014] Furthermore, the outer wall of the opposing cylinder is fixed with a mounting block located outside the air inlet and air outlet. The air inlet channel and air outlet channel are connected to the air inlet and air outlet through the connecting cavity in the mounting block. The stop block is L-shaped, with one end extending into the connecting cavity and the other end fixedly connected to the control rod.

[0015] The beneficial effects of this invention are as follows: By using opposed cylinders and a two-by-two opposing piston design, the reciprocating inertial force generated by the piston during power stroke is directly canceled out along the axis, fundamentally solving the engine vibration problem caused by unidirectional piston movement. Multiple circumferentially distributed power units result in smoother torque output, eliminating torque pulsation characteristic of traditional engines. Due to the adoption of a crankshaft-free transmission design, the lateral force on the piston is effectively transferred to the fixed seat through the cooperation of the connecting rod, rocker arm, and drive camshaft, eliminating the crankshaft machining step, reducing engine manufacturing difficulty, and consequently reducing the overall engine manufacturing and assembly difficulty, significantly improving mechanical efficiency and service life. Furthermore, the overall structure is compact, greatly increasing power density. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, obtaining other drawings based on these drawings without creative effort still falls within the scope of the present invention.

[0017] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the internal structure of the present invention; Figure 3 This is a schematic diagram of the structure of the present invention with some parts removed; Figure 4 This is a schematic diagram of the structure of the present invention that eliminates the distinction between the intake and exhaust channels; In the diagram, 1. Central main output shaft; 11. First fixed plate; 2. Flywheel; 21. Groove; 3. Opposite cylinder; 31. Cylinder bore; 32. Inlet port; 33. Outlet port; 34. Second fixed plate; 35. Fixed hole; 36. Mounting block; 37. Connecting cavity; 4. Power unit; 41. Piston; 5. Power transmission mechanism; 51. Connecting rod swing arm; 52. Drive cam disc; 6. Transmission mechanism; 61. Fixed seat; 62. Driving bevel gear; 63. Driven bevel gear; 7. Valve train; 71. Inlet channel; 72. Outlet channel; 8. Control components; 81. Control lever; 82. Stop block; 83. Limit plate. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings.

[0019] It should be noted that all uses of "first" and "second" in the embodiments of the present invention are for the purpose of distinguishing two entities or parameters with the same name but different names. It is clear that "first" and "second" are only for the convenience of expression and should not be construed as limiting the embodiments of the present invention. Subsequent embodiments will not explain this in detail.

[0020] The directional and positional terms used in this invention, such as "up," "down," "front," "back," "left," "right," "inner," "outer," "top," "bottom," and "side," are merely for reference to the accompanying drawings. Therefore, the directional and positional terms used are for illustrating and understanding this invention, and not for limiting the scope of protection of this invention.

[0021] Traditional reciprocating engines, due to their crankshaft and connecting rod structure, suffer from cylinder wear caused by lateral forces, and the inertial force of the piston in unidirectional reciprocating motion is difficult to self-balance, easily leading to mechanical vibration. Therefore, to address these problems in the related technology, this application provides an engine, such as... Figure 1-4 As shown: It includes: a central main output shaft 1, flywheels 2 located at both ends of the central main output shaft 1, opposed cylinders 3, a power transmission mechanism 5, a transmission mechanism 6, and several power units 4 linked with the opposed cylinders 3. The power units 4 are evenly arranged in a circular direction around the axis of the central main output shaft 1. Each power unit 4 includes a piston 41. The pistons 41 on both sides of the opposed cylinder 3 are coaxial and opposite each other, forming an opposing structure in the opposed cylinder 3. The linear reciprocating motion generated by the pistons 41 is converted into rotational motion by the power transmission mechanism 5 and transmitted to the central main output shaft 1 through the transmission mechanism 6 to drive the flywheels 2 to rotate.

[0022] In this embodiment, the opposed cylinder 3 serves as the core framework of the entire power system, with precision-machined cylinder bores 31 inside. The piston 41 performs a stroke motion under the pressure of the combustion gas. Because the power unit 4 is arranged circumferentially around the central axis, the radial load of the entire machine is balanced. The power transmission mechanism 5 changes the traditional power extraction path by deconstructing the reciprocating linear motion into rotational torque.

[0023] This arrangement allows the engine to avoid occupying excessive one-dimensional space, instead converging its volume radially in three dimensions. The cylinders are evenly distributed around the circumference, resulting in a compact structure, small overall footprint, high energy output from a small volume, and a high mass-to-energy ratio. As an alternative embodiment, those skilled in the art can also use a non-uniform piston design (such as a stepped cylinder structure) for the opposed pistons 41 to achieve different compression ratio distributions, adapting to the ignition requirements of fuels with different octane ratings.

[0024] The present invention further proposes that the pistons 41 on both sides of the opposed cylinder 3 share the central combustion chamber working chamber in the opposed cylinder 3, or perform synchronous linear reciprocating motion in opposite directions or opposite directions in a plurality of cylinder holes 31 evenly distributed inside the opposed cylinder 3.

[0025] Specifically, in the shared working chamber mode, the two pistons 41 move towards each other to complete compression and move away from each other to complete work, which improves thermal efficiency. By controlling the ignition timing of multiple cylinder bores 31, gapless power output can be achieved. This counter-current design ensures the natural balance of the internal combustion engine in the first and second order inertial forces, reducing dependence on the balance shaft.

[0026] The shared central combustion chamber design means that there is only one continuous combustion space between the left and right pistons 41. Specifically, when the two sets of pistons 41 move towards each other to top dead center, they compress the central air-fuel mixture to an extreme degree. After the spark plug (or compression ignition) is activated, the explosive expansion force is distributed synchronously to the two pistons 41 without loss, resulting in the shortest path for converting thermal energy into mechanical energy and higher thermal efficiency. Alternatively, if multiple cylinder bores 31 are evenly distributed within the opposed cylinders 3, it essentially constitutes a multi-chamber micro-power array enclosed by the same large cylinder block. The pistons 41 in each cylinder bore 31 can be set to the same ignition phase to obtain explosive torque, or the differential setting of the ignition program can achieve staggered ignition of adjacent cylinder bores 31, thereby further smoothing the overall engine output torque waveform and reducing torque pulsation. As an alternative embodiment, those skilled in the art may also add a flame-retardant baffle with a flow guide groove in the central area of ​​the shared central combustion chamber to enhance airflow tumble in the early stage of combustion, improve the combustion rate and combustion completeness of the fuel-air mixture, and meet more stringent emission standards.

[0027] The present invention further proposes that the power transmission mechanism 5 includes a connecting rod arm 51 rotatably connected to each piston 41, and the connecting rod arm 51 is rotatably connected to a drive cam disk 52, which is used to link with the transmission mechanism 6 to drive the central main output shaft 1.

[0028] Here, the traditional long connecting rod is replaced by a connecting rod swing arm 51, effectively shortening the piston assembly's radius of motion and reducing lateral force. The drive cam disc 52, acting as an intermediate component for motion conversion, transmits thrust to downstream mechanisms through a combination of oscillating and rotating motion. This design allows the engine to maintain a high stroke while significantly reducing the overall dimensions of the engine block.

[0029] Specifically, when the piston 41 is pushed outward in a linear motion by air pressure in the opposed cylinder 3, one end of the connecting rod rocker arm 51 moves linearly accordingly, while its other end pulls the drive cam disk 52. Since the connection point is located off-center of the drive cam disk 52, this linear pulling force is converted into torque that forces the drive cam disk 52 to rotate through the action of the lever arm. In this series of actions, the large-angle wobble of the connecting rod on the crankpin in a conventional engine is converted into the planar rotational motion of the cam disk. However, this invention adopts a crankshaft-free transmission design. The lateral force on the piston is effectively transferred to the fixed seat through the cooperation of the connecting rod rocker arm and the drive cam disk, eliminating the crankshaft machining step, reducing the machining difficulty of the engine, and thus reducing the overall machining and assembly difficulty of the engine. As an alternative embodiment, those skilled in the art can also set multiple Archimedean spiral guide grooves on the drive cam disk 52, with the end of the connecting rod rocker arm 51 engaged in the guide groove with bearing rollers. The trajectory of the curved grooves can more accurately control the speed and acceleration curves of the piston reciprocating motion at different strokes.

[0030] The present invention further proposes that the transmission mechanism 6 includes a fixed base 61 fixedly connected to the opposing cylinder 3. The fixed base 61 is provided with a driving bevel gear 62 and a driven bevel gear 63. The driving bevel gear 62 is rotatably connected to each of the driving cam disks 52. The driven bevel gear 63 is disposed at both ends of the central main output shaft 1. Multiple driving bevel gears 62 evenly distributed along the circumference mesh with the driven bevel gear 63 to symmetrically transmit the power of each piston 41 to the central main output shaft 1.

[0031] Specifically, the driving bevel gear 62 is driven by the driving cam disk 52 to rotate around its own axis. Since the driving bevel gears 62 of multiple power units 4 act simultaneously on the large-diameter driven bevel gear 63, the torque is converged. Compared with crankshaft transmission, this bevel gear transmission method has better rigidity and more uniform force distribution, avoiding torsional vibration of the crankshaft.

[0032] The fixed base 61 serves as a framework to maintain the meshing clearance and transmission accuracy of the gear pair. Specifically, each power unit 4 transmits torque to the corresponding driving bevel gear 62 via the drive cam disk 52. The driving bevel gear 62 then concentrates the power to the central driven bevel gear 63. Since the multiple driving bevel gears 62 are evenly distributed circumferentially and simultaneously mesh with the driven bevel gear 63, the radial torsional force and bending moment on the central main output shaft 1 are canceled out by the circumferentially symmetrically input power, and the main shaft only bears pure rotational torque. Through this transmission scheme, the units in all parts of the machine are evenly arranged circumferentially, and the power is transmitted to the central output shaft through bevel gears, eliminating the crankshaft of the traditional engine and reducing the machining difficulty of the machine parts. As an alternative embodiment, those skilled in the art can also replace the bevel gear set with a vertically intersecting transmission pair composed of a face gear (surface gear) and a cylindrical spur gear. This configuration allows for a small installation error of the driving gear along the axial direction without reducing the load-bearing capacity, which can further reduce the assembly process threshold of the whole machine and improve the resistance to thermal deformation.

[0033] The present invention further proposes that the driving cam disk 52 is rotatably disposed outside the fixed base 61, and the rotation center is coaxially arranged with the driving bevel gear 62, and the connection center of the connecting rod arm 51 and the driving cam disk 52 is misaligned with the rotation center of the driving cam disk 52.

[0034] This misalignment (eccentric design) constitutes the actual crank radius. As an alternative embodiment, those skilled in the art can also adjust the engine's stroke and compression ratio by changing the eccentricity, thereby achieving different performance requirements without altering the external structure.

[0035] Specifically, the geometric center of the drive cam disk 52 is axially constrained by the fixed seat 61, allowing it to rotate only in place around its own center. The connecting rod arm 51 is fixed to the surface of the drive cam disk 52 via an eccentric pin. When the piston 41 is subjected to force and moves linearly to pull the connecting rod arm 51, this eccentric connection point moves in a circle around the center of the drive cam disk 52. This layout simplifies the complex crank structure to a combination of a single flat disk and an eccentric pin, effectively compressing the axial dimension of the mechanical components. As an alternative embodiment, those skilled in the art can also design the eccentric connection point as a sliding slider structure, controlled by an internal hydraulic circuit, changing the eccentricity according to different engine speed ranges, thereby achieving advanced technical effects similar to variable compression ratio or variable stroke.

[0036] The present invention further proposes that it also includes a gas distribution mechanism 7, which includes an air intake channel 71 and an air outlet channel 72. The air intake channel 71 and the air outlet channel 72 are both connected to a plurality of air intake holes 73 and air outlet holes 74 provided on the opposing cylinder 3. The opposing cylinder 3 is also provided with a control component 8 that is linked with the flywheel 2 to control the opening and closing of the air intake holes 73 and the air outlet holes 74.

[0037] This embodiment eliminates the complex camshaft valve system. The rotational inertia of the flywheel 2 directly drives the control unit 8, achieving precise mechanical valve distribution. Intake and exhaust channels 71 and 72 are arranged around the opposed cylinders 3, ensuring uniform intake for each cylinder.

[0038] The valve train 7 is responsible for controlling the circulation and exchange of air and exhaust gas within the engine. Specifically, by spatially arranging the intake passage 71, exhaust passage 72, and the outer flywheel 2 closely, the control unit 8 can directly obtain time phase signals from the flywheel 2 and extract some mechanical energy, which is directly used to open and close the intake port 32 and the exhaust port 33. Traditional engines require long timing belts, chains, and large overhead camshafts to complete the valve train operation, while this application utilizes the rotational position of the flywheel 2 itself to determine the valve opening and closing, resulting in a highly integrated structure. Thus, the overall mechanism design is ingenious, including the intake and exhaust mechanisms, end face cams, etc., with high integration, and can be applied to automobiles, large drones, and other applications. As an alternative embodiment, those skilled in the art can also arrange an electromagnetic induction trigger on the side of the flywheel 2, with the control unit 8 receiving electrical signals and controlling the solenoid valve to open and close the intake port 32 and the exhaust port 33 at high speed, to achieve a more flexible and fully variable valve timing technology that is not limited by mechanical curves.

[0039] The present invention further proposes that the flywheel 2 has a groove 21 on its inner side, and the control component 8 includes a control rod 81 that is in contact with the inner side of the flywheel 2. The other side of the control rod 81 is connected to a stop block 82 for controlling the opening and closing of the air inlet 73 and the air outlet 74.

[0040] The flywheel 2 not only stores rotational inertia, but its inner surface is also machined into a mechanical program carrier with trajectory characteristics. Specifically, during the rotation of the flywheel 2, one end of the control lever 81 slides against the inner surface of the flywheel 2 like a stylus. Because the inner surface has grooves 21 of specific depth and length, when the control lever 81 slides into the groove 21 area as the flywheel 2 rotates, its axial position shifts, causing the stop block 82 at the other end to move synchronously, changing the closure state of the air vent. The arc length of the groove 21 on the flywheel 2 corresponds to the duration of the air vent opening (valve lift and opening angle), while its specific position corresponds to a specific stroke of the engine's working cycle (such as the intake or exhaust stroke). As an alternative embodiment, those skilled in the art can also replace the contact end of the control lever 81 with a ball bearing structure and replace the groove 21 with a smoothly transitioned wave-shaped cam track surface to significantly reduce the coefficient of friction and wear rate when the control lever 81 slides on the surface of the flywheel 2, thereby improving the service life of the valve train 7.

[0041] The present invention further proposes that when the flywheel 2 rotates to the point where the control lever 81 abuts against the groove 21, the stop block 82 retracts, thereby connecting the air inlet 73, the air outlet 74 with the air inlet channel 71 and the air outlet channel 72 respectively; when the flywheel 2 rotates to the point where the control lever 81 retracts from the groove 21, the flywheel 2 pushes up the control lever 81 to push the stop block 82, thereby cutting off the connection between the air inlet 73, the air outlet 74 and the air inlet channel 71 and the air outlet channel 72.

[0042] This is a cam-driven mechanism where the rotation of flywheel 2 is converted into the translation of control lever 81 through changes in the depth of groove 21. The displacement of stop block 82 directly controls the flow of air, resulting in an extremely fast response.

[0043] Specifically, when piston 41 reaches the point where fresh air needs to be drawn in or exhaust gas needs to be expelled, flywheel 2 rotates precisely until groove 21 aligns with control lever 81. Control lever 81 slides into groove 21 by external force (such as spring preload or internal pressure), and stop block 82 retracts accordingly, thereby opening the airflow passage and allowing smooth intake and exhaust. When the corresponding stroke ends (such as entering the compression or power stroke), the non-groove area (i.e., the high point surface) of flywheel 2 rotates over, forcibly pushing control lever 81 out of groove 21. Control lever 81 pushes stop block 82 to quickly block and seal intake port 32 and exhaust port 33, ensuring that high pressure is subsequently established in the combustion chamber. As an alternative embodiment, those skilled in the art can also add a hydraulic tappet structure behind control lever 81, using oil pressure to automatically compensate for the thermal expansion and contraction and mechanical wear gaps of stop block 82 caused by long-term impact and high temperature, ensuring that stop block 82 can tightly seal the air shut-off port under any operating conditions.

[0044] The present invention further proposes that a first fixing plate 91 is fixed on both sides of the central main output shaft 1, and a second fixing plate 92 is fixed on both sides of the opposing cylinder 3. The first fixing plate 91 and the second fixing plate 92 are provided with a plurality of fixing holes 93. The control rod 81 is slidably disposed in the fixing holes 93. The control rod 81 is also provided with a limiting piece 83 located between the first fixing plate 91 and the second fixing plate 92.

[0045] The first fixing plate 91 and the second fixing plate 92 constitute the linear guide rail of the control rod 81, and the limiting piece 83 ensures the accuracy of the stroke. As an alternative embodiment, those skilled in the art can also add a return spring to the limiting piece 83 to improve the tightness of closure during high-speed operation.

[0046] Specifically, since the control lever 81 needs to be pushed out and dropped into the groove 21 by the flywheel 2 at a high frequency, any deviation will lead to jamming or failure of the air hole seal. The first fixing plate 11 and the second fixing plate 34 are equivalent to two parallel guide rail bases. The two-point support ensures that the control lever 81 moves strictly along its axis. At the same time, the limiting piece 83 located between the two plates acts as a stop at the end of the stroke. When the control lever 81 reciprocates violently, the limiting piece 83 can prevent it from excessively rushing forward and hitting other parts or dislodging from the guide hole, thus improving the mechanism's fatigue resistance and anti-locking ability. As an alternative embodiment, those skilled in the art can also design the space between the first fixing plate 11 and the second fixing plate 34 as a completely sealed lubricating oil cavity. The control lever 81 shuttles back and forth in this oil cavity, which on the one hand can obtain sufficient liquid lubrication and cooling, and on the other hand, the liquid resistance effect in the oil cavity can form a natural hydraulic damper to reduce the knocking noise during operation.

[0047] The present invention further proposes that the outer wall of the opposed cylinder 3 is fixed with a mounting block 32 located outside the air inlet 73 and the air outlet 74. The air inlet channel 71 and the air outlet channel 72 are connected to the air inlet 73 and the air outlet 74 through the connecting cavity 33 in the mounting block 32. The stop block 82 is L-shaped, with one end extending into the connecting cavity 33 and the other end fixedly connected to the control rod 81.

[0048] The design of the L-shaped baffle 82 takes advantage of the spatial layout, enabling the baffle 82 to partially self-balance the gas pressure it experiences during sealing.

[0049] The design of mounting block 36 and connecting cavity 37 is to systematically integrate the intake and exhaust pipes without interfering with the main structure. Specifically, when the stop block 82 obtains the moving force through the control rod 81, its L-shaped end acts like a gate within the connecting cavity 37, laterally cutting off or releasing the airflow. This side-mounted gate-type air vent sealing method, compared to the traditional downward-pressurized valve mushroom head, does not directly occupy the compression space inside the opposed cylinder 3, allowing for more flexible design of the combustion chamber's volume and shape. Furthermore, the airflow does not directly impact the windward surface of the stop block 82 when passing through the connecting cavity 37, reducing the flow resistance of the intake and exhaust and optimizing the engine's charging efficiency at high speeds. As an alternative embodiment, those skilled in the art can also cover the L-shaped working surface of the stop block 82 with a layer of high-temperature carbon ceramic wear-resistant material and embed a self-lubricating graphite sealing ring on the mating surface of the connecting cavity 37, thereby enhancing the sealing reliability and service life of the stop block under long-term high-pressure, high-temperature exhaust gas scouring conditions.

[0050] In summary, the overall working principle of the engine in this application is as follows: After the engine starts, the external air-fuel mixture or pure air is drawn into the internal working chamber of the opposed cylinder 3 through the intake passage 71 of the valve train 7. After the intake port is closed, the pistons 41 move in opposite directions to compress the gas at a high ratio. This reverses the opposing pistons 41 to perform a powerful linear reciprocating separation motion. The pistons 41 convert the linear thrust into the torque of the driving cam disk 52 through the connecting rod and rocker arm 51 in the power transmission mechanism 5; the rotating driving cam disk 52 drives the active bevel gear 62 in the fixed seat 61 to rotate. Since multiple power units 4 are evenly distributed and operate simultaneously, multiple sets of active bevel gears 62 simultaneously and symmetrically and smoothly converge the torque to the driven bevel gear 63 of the transmission mechanism 6, ultimately driving the central main output shaft 1 to output high-density power outward in a stable and smooth manner.

[0051] The above description discloses only preferred embodiments of the present invention and should not be construed as limiting the scope of the present invention. Therefore, equivalent variations made in accordance with the claims of the present invention are still within the scope of the present invention.

[0052] While the invention has been described with reference to several specific embodiments, it should be understood that the invention is not limited to the disclosed specific embodiments. The invention is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. An engine, characterized in that, include: The central main output shaft, flywheels located at both ends of the central main output shaft, opposed cylinders, power transmission mechanism, transmission mechanism, and several power units linked with the opposed cylinders, wherein the several power units are evenly arranged in a circular direction around the axis of the central main output shaft. Each of the power units includes a piston. The pistons on both sides of the opposed cylinder are coaxially opposite each other and form an opposing structure in the opposed cylinder. The linear reciprocating motion generated by the piston is converted into rotational motion by the power transmission mechanism and transmitted to the central main output shaft through the transmission mechanism to drive the flywheel to rotate.

2. The engine as claimed in claim 1, characterized in that, The pistons on both sides of the opposed cylinder share the central combustion chamber working chamber within the opposed cylinder, or they perform synchronous linear reciprocating motions in opposite directions or opposite directions within multiple cylinder bores evenly distributed inside the opposed cylinder.

3. The engine as described in claim 1, characterized in that, The power transmission mechanism includes a connecting rod arm rotatably connected to each piston. The connecting rod arm is rotatably connected to a drive cam disk, which is used to link with the transmission mechanism to drive the central main output shaft.

4. The engine as described in claim 3, characterized in that, The transmission mechanism includes a fixed base fixedly connected to the opposing cylinder. The fixed base is provided with a driving bevel gear and a driven bevel gear. The driving bevel gears are rotatably connected to each of the driving cam disks. The driven bevel gears are located at both ends of the central main output shaft. Multiple driving bevel gears evenly distributed along the circumference mesh with the driven bevel gears to symmetrically transmit the power of each piston to the central main output shaft.

5. The engine as described in claim 4, characterized in that, The drive cam disk is rotatably mounted outside the fixed base, and its rotation center is coaxial with the drive bevel gear. The connection center between the connecting rod arm and the drive cam disk is offset from the rotation center of the drive cam disk.

6. The engine as claimed in claim 1, characterized in that, It also includes a valve distribution mechanism, which includes an intake channel and an exhaust channel. The intake channel and the exhaust channel are connected to several intake holes and exhaust holes provided on the opposing cylinders. The opposing cylinders are also provided with a control component that is linked to the flywheel to control the opening and closing of the intake holes and exhaust holes.

7. The engine as claimed in claim 6, characterized in that, The flywheel has a groove on its inner side, and the control component includes a control rod that abuts against the inner side of the flywheel. The other side of the control rod is connected to a stop block for controlling the opening and closing of the air inlet and outlet.

8. The engine as claimed in claim 7, characterized in that, When the flywheel rotates to the point where the control rod abuts against the groove, the stop block retracts, connecting the air inlet and outlet with the air inlet and outlet channels respectively. When the flywheel rotates to the point where the control rod retracts from the groove, the flywheel lifts the control rod and pushes the stop block to cut off the connection between the air inlet and outlet with the air inlet and outlet channels.

9. The engine as claimed in claim 7 or 8, characterized in that, The central main output shaft is fixed with a first fixing plate on both sides, and the opposing cylinder is fixed with a second fixing plate on both sides. The first fixing plate and the second fixing plate are provided with multiple fixing holes. The control rod is slidably disposed in the fixing holes. The control rod is also provided with a limiting piece located between the first fixing plate and the second fixing plate.

10. The engine as claimed in claim 9, characterized in that, The outer wall of the opposing cylinder is fixed with a mounting block located outside the air inlet and air outlet. The air inlet channel and air outlet channel are connected to the air inlet and air outlet through the connecting cavity in the mounting block. The stop block is L-shaped, with one end extending into the connecting cavity and the other end fixedly connected to the control rod.

Images