High efficiency engine and powered vehicle

Abstract

The application relates to a high-efficiency engine and a power vehicle, and relates to the technical field of internal combustion engines. The engine comprises at least one cylinder-piston assembly, a first crankshaft, a second crankshaft, an air inlet channel, an air outlet channel, an air inlet assembly, an air outlet assembly, a spark plug, a timing mechanism and a power merging mechanism, the axis of the first crankshaft and the axis of the second crankshaft are parallel to each other, the crank webs of the first crankshaft and the crank webs of the second crankshaft are symmetrically arranged, and the first crankshaft and the second crankshaft are both arranged as structures without balance weights. The at least one cylinder-piston assembly is arranged between the first crankshaft and the second crankshaft, the cylinder-piston assembly comprises a cylinder sleeve, a first piston and a second piston, and the first piston and the second piston are oppositely arranged in the cylinder sleeve. The application improves the technical problems of large motion loss and low energy utilization rate of a traditional engine by improving the structure of the engine.

Description

Technical Field

[0001] This application relates to the field of internal combustion engine technology, specifically to a high-efficiency engine and a powered vehicle. Background Technology

[0002] The inventors know that the power structures of gasoline-powered automobiles and motorcycles share a similar structural layout, generally using internal combustion engines. Typical, conventional internal combustion engines typically include a fixed cylinder and a piston that reciprocates within the cylinder. In this configuration, the expanding combustion gases in the cylinder drive the piston, which in turn rotates the crankshaft. The crankshaft's motion is transmitted to the wheels via the transmission system. However, most known internal combustion engines suffer from significant motion losses and low energy utilization during operation. Improving engine efficiency is crucial for energy conservation and emission reduction. Summary of the Invention

[0003] This application provides a high-efficiency engine and a powered vehicle that can improve the technical problems of large motion loss and low energy utilization of traditional engines.

[0004] To achieve the above objectives, this application provides the following technical solution:

[0005] The first aspect of this application provides a high-efficiency engine, including at least one cylinder piston assembly, a first crankshaft, a second crankshaft, an intake manifold, an exhaust manifold, an intake assembly, an exhaust assembly, a spark plug, a timing mechanism, and a power combination mechanism, wherein,

[0006] The first crankshaft and the second crankshaft are spaced apart, the axes of the first crankshaft and the axes of the second crankshaft are parallel to each other, the cranks of the first crankshaft and the cranks of the second crankshaft are symmetrically arranged, and both the first crankshaft and the second crankshaft are designed to be unbalanced structures.

[0007] At least one cylinder piston assembly is disposed between a first crankshaft and a second crankshaft. The cylinder piston assembly includes a cylinder liner, a first piston, and a second piston. The first piston and the second piston are disposed opposite each other within the cylinder liner. The inner wall of the cylinder liner, the top surface of the first piston, and the top surface of the second piston together define a combustion chamber. The first piston is connected to the first crankshaft via a first connecting rod, and the second piston is connected to the second crankshaft via a second connecting rod.

[0008] The intake passage, exhaust passage, and spark plug are all located on the side wall of the cylinder liner. The intake assembly is located on the intake passage, and the exhaust assembly is located on the exhaust passage.

[0009] The power merging mechanism is used to merge the power output from the first crankshaft and the power output from the second crankshaft, and the power merging mechanism provides power to the timing mechanism;

[0010] When the engine is working, it has an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. During the compression stroke and the exhaust stroke, the first piston and the second piston move synchronously in opposite directions. During the intake stroke and the power stroke, the first piston and the second piston move synchronously in opposite directions.

[0011] In one optional embodiment, the intake assembly includes an intake valve, the intake passage is an intake manifold, and the intake valve is movable within the intake passage to open or close the intake passage; the exhaust assembly includes an exhaust valve, the exhaust passage is an exhaust manifold, and the exhaust valve is movable within the exhaust passage to open or close the exhaust passage, and the movement trajectories of both the intake valve and the exhaust valve are located outside the cylinder liner.

[0012] In one optional embodiment, a first synchronous pulley is provided at one end of the first crankshaft, and a second synchronous pulley is provided at the end of the second crankshaft located on the same side as the first crankshaft. The first synchronous pulley and the second synchronous pulley are connected by a power chain. The torsional strength of the second crankshaft is set to be greater than that of the first crankshaft, and the second crankshaft is set as an output shaft.

[0013] In one optional embodiment, the timing mechanism includes a drive chain, a reversing sprocket, and a camshaft. The reversing sprocket and the drive chain cooperate. The position of the camshaft corresponds to the position of the intake passage and the exhaust passage. One end of the camshaft is provided with a camshaft drive wheel, which cooperates with the reversing sprocket. The intake assembly also includes an intake valve rocker arm, and the exhaust assembly also includes an exhaust valve rocker arm. The camshaft controls the movement of the intake valve and the exhaust valve by cooperating with the intake valve rocker arm and the exhaust valve rocker arm, respectively.

[0014] In one optional embodiment, the engine further includes a chain tensioning mechanism and a support structure. The chain tensioning mechanism includes a tensioner arm, a chain tensioning wheel, and a chain tensioning spring. One end of the tensioner arm is movably connected to the support structure, and the other end of the tensioner arm is connected to the chain tensioning wheel. The chain tensioning wheel meshes with the drive chain, and the chain tensioning wheel is connected to the support structure through the chain tensioning spring.

[0015] In one optional embodiment, the engine further includes a cylinder lubrication system, which includes an oil pump, a first piston spray pipe, and a second piston spray pipe. The first and second piston spray pipes are respectively connected to the oil pump. The spray nozzle of the first piston spray pipe extends into the cylinder liner and is located outside the movement trajectory of the first piston. The spray nozzle of the second piston spray pipe extends into the cylinder liner and is located outside the movement trajectory of the second piston. The oil pump is powered by a chain tensioner or a drive chain.

[0016] In one alternative embodiment, an intake buffer chamber is provided on the intake passage, the inner diameter of which is larger than the rest of the intake passage, and the timing mechanism is a variable timing mechanism, which is configured to delay the closing of the intake valve during the compression stroke of the engine.

[0017] In one alternative embodiment, the first crankshaft is rotatably supported on the support structure by a first crankshaft bearing, and the second crankshaft is rotatably supported on the support structure by a second crankshaft bearing.

[0018] In one alternative embodiment, the piston rings on both the first and second pistons are beveled rings with slanted cuts.

[0019] A second aspect of this application provides a powered vehicle having any of the aforementioned engines, the powered vehicle being an automobile, motorcycle, or ship.

[0020] The technical solution of the present invention has at least the following advantages and beneficial effects:

[0021] This application provides a high-efficiency engine and a powered vehicle. The engine adopts a single-cylinder, dual-piston structure, with a crankshaft connecting rod piston mechanism arranged on each side of the cylinder liner. The crankshafts of the two sets are symmetrically arranged. Furthermore, improvements to the intake and exhaust passages, timing system, and piston rings, among other components, ensure that these components functionally support and interact with each other, thereby maximizing engine efficiency. Specifically, the engine of this invention improves engine efficiency in the following aspects:

[0022] First, in the embodiment of the present invention, the two sets of pistons of the engine are arranged opposite to each other, the axes of the two crankshafts are parallel to each other, and the cranks of the two are symmetrically arranged. When the engine is working, the moving parts at both ends move in opposite directions, thereby achieving the purpose of canceling the rotational inertia of each other and realizing self-balancing. The counterweight structure on the known crankshaft is eliminated, the overall weight and crankshaft load are reduced, and the power driving the crankshaft counterweight to rotate is converted into useful output power, thereby effectively improving the engine efficiency.

[0023] Secondly, in the embodiment of the present invention, the engine has two sets of piston mechanisms, each undertaking 50% of the working stroke. The crankshaft stroke is short, the loss of rotational inertia is small, and the mass of the piston of the connecting rod on one side of the crankshaft can be greatly reduced, converting the rotational inertia into useful work, thereby further improving the engine efficiency.

[0024] Third, both the intake and exhaust passages are located on the side of the cylinder liner, and the movement trajectories of the intake and exhaust valves are located outside the cylinder liner. Therefore, the two sets of pistons can approach each other to the extreme during the compression and exhaust strokes. The theoretical volume of the combustion chamber is only the sum of the minimum empty volume of the intake valve disc movement passage, the exhaust valve disc movement passage, and the two pistons after they approach each other to the extreme. This can maximize the compression ratio to improve performance and further improve engine efficiency.

[0025] Fourth, an intake buffer chamber is provided in the intake passage, which, together with the delayed closing of the intake valve during the compression stroke, achieves a high-efficiency timing layout with short intake and long power output. When some fresh air-fuel mixture returns to the intake passage, the buffer chamber reduces the return pressure of the intake passage to the greatest extent, ensuring stable system operation, minimizing pumping losses, and allowing switching between power density cycle and high-efficiency cycle, further improving engine efficiency.

[0026] Fifth, the use of bearing oil film to support crankshaft rotation reduces friction loss and further improves engine efficiency.

[0027] Sixth, the piston in this embodiment of the invention uses a beveled piston ring. The extremely small closing gap will not cause the piston ring to jam and break due to thermal expansion of the material, reducing the intrusion of high-pressure gas into the crankcase, so as to achieve the smallest possible amount of high-pressure gas leakage and further improve engine efficiency.

[0028] Seventh, the engine in this embodiment of the invention eliminates the cylinder head structure, simplifies the engine structure, reduces the engine weight, reduces heat loss in the cylinder, increases the engine power density, and further improves engine efficiency. Attached Figure Description

[0029] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments are briefly described below. It should be understood that the following drawings only illustrate some embodiments of the present invention and should not be considered as limiting the scope of the present invention. Those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0030] Figure 1 This is a front view of the engine in an embodiment of this application;

[0031] Figure 2 yes Figure 1 The image shown is a rear view of the engine in an embodiment of this application;

[0032] Figure 3 yes Figure 1 The image shown is a top view of the engine in an embodiment of this application;

[0033] Figure 4 yes Figure 1The image shown is a right view of the engine in an embodiment of this application;

[0034] Figure 5 This is a structural schematic diagram of the engine at a first angle in an embodiment of this application;

[0035] Figure 6 This is a structural schematic diagram of the engine at the second angle in an embodiment of this application;

[0036] Figure 7 This is a structural schematic diagram of the engine at the third angle in an embodiment of this application;

[0037] Figure 8 This is a front view of the engine in the embodiment of this application after removing the cylinder liner, intake manifold, and exhaust manifold;

[0038] Figure 9 This is a schematic diagram of the engine structure after removing the cylinder liner, intake passage and exhaust passage in the embodiments of this application;

[0039] Figure 10 This is a schematic diagram of the arrangement of the first crankshaft and the second crankshaft of the engine in an embodiment of this application;

[0040] Figure 11 This is a schematic diagram of the structure of the engine's intake and exhaust components in the embodiments of this application;

[0041] Figure 12 This is a schematic diagram of the oblique-shaped gas ring of the engine in the embodiment of this application.

[0042] The component names corresponding to the reference numerals in the attached drawings are as follows:

[0043] 1-Engine, 10-Cylinder liner, 11-First piston, 12-Second piston, 13-First connecting rod, 14-Second connecting rod, 20-First crankshaft, 21-Second crankshaft, 30-Intake manifold, 31-Intake buffer chamber, 32-Intake assembly, 40-Exhaust manifold, 42-Exhaust assembly, 50-Reversing sprocket, 51-Camshaft drive wheel, 52-Camshaft, 53-Drive chain, 54-First synchronizer pulley, 55-Second synchronizer pulley, 60-Oil pump, 61-First piston spray pipe, 62-Second piston spray pipe, 70-Chain tensioning mechanism, 71-Tensioner swing arm, 72-Chain tensioner pulley, 73-Chain tension spring, 80-Spark plug 90-Support structure, 100-Cylinder piston assembly, 201-First crankshaft bearing, 211-Second crankshaft bearing, 321-Intake valve, 322-Intake valve spring, 323-Intake valve rocker arm, 324-Intake valve rocker arm shaft, 421-Exhaust valve, 422-Exhaust valve spring, 423-Exhaust valve rocker arm, 424-Exhaust valve rocker arm shaft. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0045] Therefore, the following detailed description of embodiments of the present invention is not intended to limit the scope of the claimed invention, but merely illustrates some embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0046] It should be noted that similar labels in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0047] In the description of this invention, it should be noted that the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0048] Example 1:

[0049] Currently, the power structures of gasoline-powered automobiles and motorcycles known to the inventors are of the same type, generally internal combustion engines. Typical, conventional internal combustion engines generally include a fixed cylinder and a piston that reciprocates within the cylinder. The piston is connected to the crankshaft via a connecting rod, forming a crank-connecting rod mechanism. The combustible mixture burns and explodes in the cylinder combustion chamber, generating energy that pushes the piston along the cylinder liner. The piston, through the crank-connecting rod mechanism, drives the crankshaft in a circular motion, outputting power from the crankshaft. Under the inertia of the previous power stroke, the crank-connecting rod mechanism sequentially completes the intake-compression-power-exhaust strokes, working in a cycle to continuously output power. However, most known internal combustion engines suffer from significant motion losses and low energy utilization, failing to meet the requirements of the overall societal trend towards energy conservation and environmental protection. Improving engine efficiency is crucial for energy saving and emission reduction.

[0050] To address the aforementioned issues, this application provides a high-efficiency engine. This engine employs a single-cylinder, dual-piston structure, with a crankshaft connecting rod piston mechanism arranged on each side of the cylinder liner. The crankshafts of the two sets are symmetrically arranged. Furthermore, with improvements to the intake passage, exhaust passage, timing system, and piston rings, the components functionally support each other and interact with each other, thereby maximizing engine efficiency.

[0051] Please refer to Figures 1-10. This application embodiment provides an engine 1, including at least one cylinder piston assembly 100, a first crankshaft 20, a second crankshaft 21, an intake passage 30, an exhaust passage 40, an intake assembly 32, an exhaust assembly 42, a spark plug 80, a timing mechanism, and a power combination mechanism. The first crankshaft 20 and the second crankshaft 21 are similar to crankshafts known to the inventors, both including cranks, crankpins, and main journals. The difference is that, in this application embodiment, neither the crank of the first crankshaft 20 nor the crank of the second crankshaft 21 is equipped with a counterweight, forming a counterweight-free structure. Furthermore, the torsional strength of the first crankshaft 20 and the second crankshaft 21 in this application embodiment can be set to half that of a conventional crankshaft to achieve a reduction in crankshaft weight. Figure 10 As shown, the first crankshaft 20 and the second crankshaft 21 are arranged at intervals relative to each other. The axis of the first crankshaft 20 and the axis of the second crankshaft 21 are parallel to each other. The cranks of the first crankshaft 20 and the second crankshaft 21 are symmetrically arranged, that is, the position of the crank of the second crankshaft 21 is equivalent to the crank of the first crankshaft 20 rotating 180 degrees around its axis.

[0052] At least one cylinder piston assembly 100 is disposed between a first crankshaft 20 and a second crankshaft 21. The cylinder piston assembly 100 includes a cylinder liner 10, a first piston 11, and a second piston 12. Figure 6 As shown, the cylinder liner 10 has a cylindrical inner cavity with openings at both ends. The axis of the cylindrical inner cavity is perpendicular to the axis of the first crankshaft 20 and the axis of the second crankshaft 21, respectively. In this embodiment, the cylinder liner 10 can be cylindrical in shape. It is easy to understand that the cylinder liner 10 can also be other shapes that are easy to process and install, such as a cuboid shape with a cylindrical inner cavity. This embodiment does not limit this. The cylinder liner 10 in this embodiment can be integrally formed from a long cylinder (here, "long" means that the length of the cylinder liner 10 is suitable for accommodating the reciprocating motion of two pistons), or it can be formed by two cylinders coaxially arranged and fixedly connected. This embodiment does not limit this.

[0053] The first piston 11 and the second piston 12 are disposed opposite each other within the cylinder liner 10, and the first piston 11 and the second piston 12 can slide within the cylinder liner 10 along the axis of the cylinder liner 10. The structure of the first piston 11 and the second piston 12 is similar to that of pistons known to the inventors, and may include structures such as piston heads, piston pins, and piston rings. The piston rings include piston compression rings and piston oil rings. Grooves are provided on the piston heads, and piston compression rings and piston oil rings are respectively installed in the grooves. The inner wall of the cylinder liner 10 (i.e., the surface of the cylindrical inner cavity), the top surface of the first piston 11, and the top surface of the second piston 12 together define the combustion chamber, and the top surfaces are the two opposing surfaces of the first piston 11 and the second piston 12. The first piston 11 is connected to the first crankshaft 20 via the first connecting rod 13, and the second piston 12 is connected to the second crankshaft 21 via the second connecting rod 14. The first connecting rod 13 and the second connecting rod 14 are similar to the connecting rod structures known to the inventors, and both can include a small end and a large end of the connecting rod. The small end of the connecting rod is connected to the piston, and the large end of the connecting rod is connected to the crankshaft via a connecting rod bearing. In this embodiment, because the crankshaft adopts a non-balanced structure, the crankshaft load is reduced. Therefore, both the first connecting rod 13 and the second connecting rod 14 can be lightweight connecting rods with reduced mass. Their specific mass can be determined by those skilled in the art based on the actual situation, and is not particularly limited in this embodiment.

[0054] It is easy to understand that when two or more cylinder piston assemblies 100 are used, each cylinder piston assembly 100 can be spaced apart between the first crankshaft 20 and the second crankshaft 21, and the axes of each cylinder liner 10 are parallel to each other to form a multi-cylinder structure. It is easy to understand that if a multi-cylinder structure is used, the number of intake passages 30, exhaust passages 40, intake assemblies 32 and exhaust assemblies 42 needs to be increased accordingly, which will not be elaborated here.

[0055] In this embodiment of the invention, the intake passage 30, exhaust passage 40, and spark plug 80 of the engine 1 are all disposed on the side wall of the cylinder liner 10. The intake passage 30 is the passage through which air enters the cylinder liner 10. Its specific structure can take various forms. For example, it can be in the form of an intake manifold, with the intake pipe of the intake manifold constituting the intake passage 30. Alternatively, it can be in the form of an opening on the cylinder liner 10, in which case the opening constitutes the intake passage 30. It is easy to understand that other structures can also be used to form the intake passage 30, which is not limited in this embodiment. The exhaust passage 40 is the passage through which exhaust gas from the cylinder is discharged outside the cylinder. Its specific structure can refer to the above-described intake passage 30, and will not be described again here. An intake assembly 32 is disposed on the intake passage 30. The intake assembly 32 is a mechanism for opening or closing the intake passage 30. When an intake manifold is used, the intake assembly 32 may include components such as valves, valve springs, and valve rocker arms. The valves can move within the intake passage 30 to open or close the intake passage 30. When an opening is used in the cylinder liner 10, the intake assembly 32 may include a sliding sleeve slidably connected to the cylinder liner 10, which can open or close the intake passage 30 by sliding the sleeve. An exhaust assembly 42 is provided on the exhaust passage 40. The specific structure of the exhaust assembly 42 can be referred to the intake assembly 32 described above, and will not be repeated here.

[0056] The spark plug 80 is positioned corresponding to the combustion chamber, with its electrode portion extending into the combustion chamber. The spark plug 80 is connected to the high-voltage ignition wire. The spark plug 80 discharges the pulsed high-voltage electricity sent by the high-voltage ignition wire, breaking down the air between the two electrodes to generate an electric spark, thereby igniting the air-fuel mixture in the cylinder.

[0057] The power combining mechanism is used to combine the power output from the first crankshaft 20 and the power output from the second crankshaft 21. For example, a gear transmission structure can be used, with gears respectively installed on the first crankshaft 20 and the second crankshaft 21, and an intermediate gear meshing with each of the two gears. Power is then output through an output shaft connected to the intermediate gear. Alternatively, a chain drive structure or a belt drive structure can be used to combine the output power of the two crankshafts, and then output it through one of the crankshafts. It is easy to understand that other known mechanical transmission mechanisms can also be used for power combining, and this embodiment does not impose any particular limitation.

[0058] The timing mechanism is a system that ensures the coordinated operation of various moving parts inside the engine (such as pistons and valves) at precise timing points. Its function is to ensure the orderly execution of the four strokes: intake, compression, power, and exhaust, thereby achieving efficient combustion and power output. Its specific structure can employ timing chain mechanisms, timing belt mechanisms, and timing gear mechanisms known to the inventors, etc. This application does not impose any particular limitation on the embodiments. In this embodiment, the power of the timing mechanism is provided by a power convergence mechanism. Specifically, for example, if a timing chain mechanism is used, the timing chain transmits the power from the crankshaft to the camshaft, and the rotation of the camshaft drives the movement of the intake and exhaust valves. It is easy to understand that when two or more cylinder piston assemblies 100 are used to form a multi-cylinder structure, the timing mechanism also ensures the orderly operation of the crankshaft connecting rod piston mechanism of each cylinder.

[0059] The engine 1 in this embodiment adopts a four-stroke operating mode, which has an intake stroke, a compression stroke, a power stroke, and an exhaust stroke during operation. During the compression and exhaust strokes, the first piston 11 and the second piston 12 move synchronously towards each other, that is, they move towards each other until they reach the inner dead center (the point where the two pistons are closest to each other). During the intake and power strokes, the first piston 11 and the second piston 12 move synchronously in opposite directions, that is, they move away from each other until they reach the outer dead center (the point where the two pistons are farthest from each other).

[0060] Through the above technical solution, the embodiments of this application achieve the following beneficial effects: In the embodiments of the present invention, the two sets of pistons of the engine 1 are arranged opposite each other, the axes of the two crankshafts are parallel to each other, and the cranks of the two are symmetrically arranged. When the engine 1 is working, the two sets of pistons move synchronously towards each other or synchronously in opposite directions, and the two sets of cranks move in opposite directions, thereby achieving the purpose of mutually canceling rotational inertia and realizing self-balancing without the need for an additional balance shaft. The known counterweight structure on the crankshaft is eliminated, and the continuation of the work inertia can be replaced by a flywheel, generator rotor, or clutch with non-eccentric mass, reducing motion losses, lowering the overall weight and crankshaft load, and converting the power driving the crankshaft counterweight to rotate into useful output power, thereby effectively improving engine efficiency.

[0061] Secondly, in the embodiment of the present invention, engine 1 has two sets of piston mechanisms, each undertaking 50% of the working stroke. The crankshaft stroke is short, the rotational inertia loss is small, and the crankshaft with half the torsional strength is used. The mass of the piston of the connecting rod on one side of the crankshaft can be greatly reduced, and the rotational inertia is converted into useful work, which further improves the engine efficiency.

[0062] In addition, in this embodiment of the invention, the inner wall of the cylinder liner 10, the top surface of the first piston 11, and the top surface of the second piston 12 together define the combustion chamber, thus eliminating the need for a cylinder head structure. In traditional engine structures, the heat dissipation of the cylinder head causes heat loss in the cylinder. This embodiment of the invention eliminates the cylinder head structure, simplifies the engine structure, reduces the engine weight, reduces heat loss in the cylinder, increases the engine's power density, and further improves engine efficiency.

[0063] In an optional embodiment, please refer to Figure 11 The intake passage 30 is an intake manifold that communicates with the inner cavity of the cylinder liner 10. The intake assembly 32 includes an intake valve 321, an intake valve spring 322, an intake valve rocker arm 323, and an intake valve rocker arm shaft 324. The working part of the intake valve 321 (mainly the intake valve disc) is located within the intake passage 30 and can reciprocate along the extension direction of the intake manifold, thereby opening or closing the intake passage 30. The intake valve rocker arm 323 is rotatably connected to the intake valve rocker arm shaft 324, which is fixedly connected to the mounting structure within the engine 1. The intake valve rocker arm 323 has an active end and a passive end. Its active end engages with the intake cam on the camshaft 52, and its passive end engages with the intake valve 321. When the camshaft 52 rotates, it drives the intake valve rocker arm 323 to rotate, thereby pressing down the intake valve 321 to open the intake passage 30. The intake valve spring 322 is sleeved on the intake valve 321 and is used to lift and reset the intake valve 321 by the restoring force of the intake valve spring 322, thereby closing the intake passage 30.

[0064] The exhaust passage 40 is an exhaust manifold, which communicates with the inner cavity of the cylinder liner 10. The exhaust assembly 42 includes an exhaust valve 421, an exhaust valve spring 422, an exhaust valve rocker arm 423, and an exhaust valve rocker arm shaft 424. The connection relationship and movement process of the various parts of the exhaust assembly 42 are similar to those of the intake assembly 32, and will not be described again here. In this embodiment, the movement trajectories of the intake valve 321 and the exhaust valve 421 (mainly the movement trajectories of the intake valve disc and the exhaust valve disc) are all located outside the cylinder liner 10, that is, the movement trajectories of the intake valve 321 and the exhaust valve 421 are not within the movement trajectories of the two sets of pistons. In this embodiment, the space of the movement trajectory of the intake valve disc and the exhaust valve disc is the combustion chamber space, and the combustion chamber volume should be taken into account during design. This structure ensures that the movement of the intake valve 321 and exhaust valve 421 does not interfere with the movement of the two sets of pistons. Furthermore, the space between the intake and exhaust valve discs serves as the combustion chamber space to accommodate compressed gas. Therefore, the two sets of pistons can approach each other at their extreme points during the compression and exhaust strokes. In this embodiment, the spark plug 80 is positioned between the first piston 11 and the second piston 12 at their inner dead center. The theoretical volume of the combustion chamber is only the sum of the volumes of the intake and exhaust valve disc movement channels and the minimum empty volume after the two pistons approach each other at their extreme points. This maximizes the compression ratio to improve performance and further enhances engine efficiency. Simultaneously, because the space between the intake and exhaust valve discs is not within the piston movement trajectory, residual exhaust gas in the exhaust valve disc movement space cannot be completely expelled. The remaining exhaust gas is forced to mix with the next fresh air-fuel mixture, which is equivalent to an in-cylinder EGR system that suppresses knocking at high compression ratios. This allows the engine 1 to operate stably even when setting a high compression ratio and using low-octane fuel.

[0065] In an optional embodiment, please refer to Figure 1 , Figure 5 and Figure 7 In this embodiment, the power merging mechanism is a chain drive structure. A first synchronous pulley 54 is provided at one end of the first crankshaft 20, and a second synchronous pulley 55 is provided at the end of the second crankshaft 21 located on the same side as the first crankshaft 20. The first synchronous pulley 54 and the second synchronous pulley 55 are connected by a power chain 53, which links the first crankshaft 20 and the second crankshaft 21 together to move in the same direction. The torsional strength of the second crankshaft 21 is set to be greater than that of the first crankshaft 20. The second crankshaft 21 is set as an output shaft. The output power of the first crankshaft 20 and the second crankshaft 21 is merged through the power chain 53 and then output through the second crankshaft 21. This output structure can adopt a conventional power output structure, such as outputting power through a flywheel and clutch; this embodiment does not impose any special limitations on this. The power merging mechanism can also provide power to other moving parts within the engine 1.

[0066] In an optional embodiment, please refer to Figure 5 , Figure 6 and Figure 7 The two crankshaft connecting rod piston mechanisms share a timing mechanism, which includes a drive chain 53, a reversing sprocket 50, and a camshaft 52. The drive chain 53 serves as both a component of the power merging mechanism and a component of the timing mechanism. The reversing sprocket 50 is connected to a mounting structure within the engine 1 via a shaft. The reversing sprocket 50 and the drive chain 53 cooperate, and the reversing sprocket 50 has the same tooth profile as the first synchronous pulley 54 and the second synchronous pulley 55, with the number of teeth on the reversing sprocket 50 being twice that of the first synchronous pulley 54 and the second synchronous pulley 55. The camshaft 52 is rotatably connected to a mounting structure within the engine 1. It is easy to understand that the aforementioned mounting structure can be the engine housing or a separately configured mounting structure. Those skilled in the art can choose according to actual needs, and no special limitation is made in this embodiment. The camshaft 52 is positioned corresponding to the intake passage 30 and the exhaust passage 40. A camshaft drive wheel 51 is located at one end of the camshaft 52. The camshaft drive wheel 51 cooperates with a reversing sprocket 50, transmitting its rotational speed to the camshaft drive wheel 51 via the reversing sprocket 50. This causes the camshaft 52 and the camshaft drive wheel 51 to rotate together. The transmission ratio between the reversing sprocket 50 and the camshaft drive wheel 51 is 1:1, ensuring that the rotational speeds of the first crankshaft 20 and the second crankshaft 21 are twice the speed of the camshaft 52 and in the same direction. The camshaft 52 controls the movement of the intake valve 321 and the exhaust valve 421 through cooperation with the intake valve rocker arm 323 and the exhaust valve rocker arm 423, respectively, to achieve intake and exhaust air exchange.

[0067] In optional embodiments, such as Figure 8 As shown, the engine 1 also includes a chain tensioning mechanism 70 and a support structure 90. The chain tensioning mechanism 70 is used to provide tension to the drive chain 53 to ensure the stable operation of the drive chain 53. The support structure 90 can be the engine housing base. The chain tensioning mechanism 70 includes a tensioner arm 71, a chain tensioning wheel 72, and a chain tensioning spring 73. One end of the tensioner arm 71 is movably connected to the support structure 90, and the other end of the tensioner arm 71 is connected to the chain tensioning wheel 72. The chain tensioning wheel 72 cooperates with the drive chain 53, and the chain tensioning wheel 72 is connected to the support structure 90 through the chain tensioning spring 73.

[0068] In optional embodiments, such as Figure 1As shown, engine 1 also includes a cylinder lubrication system. This system supplies oil to the moving parts of the cylinder to reduce friction. The oil also provides cleaning, cooling, rust prevention, cushioning, and sealing functions. The cylinder lubrication system includes an oil pump 60, a first piston spray pipe 61, and a second piston spray pipe 62. Both pipes are connected to the oil pump 60. The spray nozzle of the first piston spray pipe 61 extends into the cylinder liner 10 and is located outside the movement path of the first piston 11. The spray nozzle of the second piston spray pipe 62 extends into the cylinder liner 10 and is located outside the movement path of the second piston 12. The oil pump 60 is powered by a chain tensioner 72 or a drive chain 53.

[0069] Example 2:

[0070] In practical production work, in order to further improve the efficiency of engine 1 in the embodiments of this invention, the inventors have made further improvements to engine 1 disclosed in Embodiment 1, referring to... Figure 1 and Figure 2 In an optional embodiment, an intake buffer cavity 31 is provided on the intake channel 30. The inner diameter of the intake buffer cavity 31 is larger than the rest of the intake channel 30. The inner diameter of the intake buffer cavity 31 refers to the diameter of the cross section perpendicular to the gas movement direction of the intake channel 30. For example, when the intake channel 30 is an intake manifold, the inner diameter refers to the inner diameter of the intake manifold. The intake buffer cavity 31 can be a spherical cavity provided on the intake manifold. The inner diameter of the spherical cavity is larger than the inner diameter of the intake manifold to form an expansion buffer space, which can provide buffer for the gas in the channel.

[0071] The timing mechanism in this embodiment is a variable timing mechanism. Unlike the fixed valve lift and timing of traditional engines, the variable timing mechanism controls the valve lift and / or timing to create a variable valve, thereby adapting to changes in engine operating conditions. The variable timing mechanism can be implemented using various structures known to the inventors. For example, a servo motor can control the rotation of an eccentric shaft, which in turn, along with the camshaft 52, controls the movement of an intermediate arm. The intermediate arm then drives the valve rocker arm to achieve stepless adjustment of the intake valve. Alternatively, multiple cams can be set on the camshaft 52, and a mechanism can control the camshaft 52 to move along its axial direction to switch between different cams, thereby changing the intake valve timing and lift. Furthermore, a high-angle cam and a low-angle cam can be set on the camshaft 52, connected or released by a single motion shaft to change the valve lift. Those skilled in the art can choose according to the actual situation; this embodiment does not impose any particular limitation.

[0072] In this embodiment, the variable timing mechanism is configured to delay the closing of the intake valve 321 during the compression stroke of the engine 1. An intake buffer chamber 31 is provided on the intake passage 30, which, in conjunction with the delayed closing of the intake valve 321 during the compression stroke, achieves a highly efficient timing layout with short intake strokes and long power output. This allows the intake buffer chamber 31 to buffer the return air pressure in the intake passage 30 when some of the fresh air mixture returns, minimizing the pressure and ensuring stable system operation. It also minimizes pumping losses and allows switching between power density and high-efficiency cycles, further improving engine efficiency.

[0073] In optional embodiments, such as Figure 2 As shown, the first crankshaft 20 is rotatably supported on the support structure 90 via first crankshaft bearings 201. There can be two sets of first crankshaft bearings 201, symmetrically spaced at both ends of the first crankshaft 20. The second crankshaft 21 is rotatably supported on the support structure 90 via second crankshaft bearings 211. There can also be two sets of second crankshaft bearings 211, symmetrically spaced at both ends of the second crankshaft 21. Specifically, holes can be drilled at the bearing mounting locations on the crankshaft. An oil pump 60 pressurizes oil into the inner groove of the bearing through the holes on the crankshaft and the bearing, forming a supporting oil film between the bearing and the corresponding crankshaft. Oil films exist between the first crankshaft bearing 201 and the first crankshaft 20, and between the second crankshaft bearing 211 and the second crankshaft 21, completely isolating the metal surfaces. Using bearing oil films to support crankshaft rotation reduces friction loss and further improves engine efficiency.

[0074] In an optional embodiment, the piston rings on both the first and second pistons are beveled piston rings, such as... Figure 12 As shown, the beveled piston ring has an inclined cut. The angle of this inclined cut can be 45 degrees, which is the angle between the inclined surface of the cut and the plane perpendicular to the piston ring axis. It is easy to understand that those skilled in the art can choose other inclined angles according to actual conditions, and this embodiment is not limited. In actual processing, the piston groove machining roughness, piston ring and piston mating side clearance and back clearance, and matching piston spring force and piston ring closing clearance can be controlled to achieve the smallest possible high-pressure gas leakage. The piston of this embodiment of the invention uses a beveled piston ring, and even a very small closing clearance will not cause the piston ring to jam and break due to material thermal expansion, reducing the intrusion of high-pressure gas into the crankcase, thereby achieving the smallest possible high-pressure gas leakage and further improving engine efficiency.

[0075] It should be noted that in this embodiment, other structures of the engine 1, such as the cylinder liner 10, the first piston 11, and the second piston 12, can be selected and combined in combination with the specific structures of Embodiment 1.

[0076] Example 3:

[0077] In this embodiment, a preferred embodiment for implementing the present invention application, as described by the inventor, is provided, with reference to... Figures 1-12 This application provides an engine 1, including a first crankshaft 20 and a second crankshaft 21 arranged at relative intervals. The first crankshaft 20 is rotatably supported in a first crankcase by two sets of first crankshaft bearings 201, and the second crankshaft 21 is rotatably supported in a second crankcase by two sets of second crankshaft bearings 211. The axes of the first crankshaft 20 and the second crankshaft 21 are parallel to each other, and the cranks of the first crankshaft 20 and the second crankshaft 21 are symmetrically arranged. Both the first crankshaft 20 and the second crankshaft 21 are unbalanced structures. The torsional strength of the first crankshaft 20 is half that of a conventional crankshaft, and the torsional strength of the second crankshaft 21 is greater than that of the first crankshaft 20. The second crankshaft 21 is configured as an output shaft.

[0078] A cylinder liner 10 is disposed between the first crankshaft 20 and the second crankshaft 21. The cylinder liner 10 is a one-piece cylindrical body with openings at both ends. The cylinder liner 10 is disposed within the engine housing. A first piston 11 and a second piston 12 are disposed opposite each other within the cylinder liner 10. The first piston 11 and the second piston 12 are respectively provided with two piston rings and one piston oil ring. The piston rings on the first piston 11 and the second piston 12 are both beveled piston rings. The first piston 11 is connected to the crankshaft 20 via a first connecting rod 13, and the second piston 12 is connected to the crankshaft 21 via a second connecting rod 14.

[0079] The cylinder liner 10 has an intake passage 30, an exhaust passage 40, and a spark plug 80 on its side wall. The intake passage 30 is an intake manifold, one end of which is connected to the cylinder liner 10, and the other end extends in a direction close to the second crankshaft 21. The extension axis of the intake manifold is parallel to the axis of the cylinder liner 10. A spherical intake buffer chamber 31 is provided on the intake manifold. An intake valve 321 is provided on the part of the intake manifold that is connected to the cylinder liner 10. An intake valve spring 322 is fitted on the intake valve 321. The disc of the intake valve 321 extends into the intake manifold. The end of the intake valve 321 away from its disc engages with the driven end of the intake valve rocker arm 323. The intake valve rocker arm 323 is rotatably connected to the engine housing via an intake valve rocker arm shaft 324.

[0080] The exhaust passage 40 is an exhaust manifold, and the extension direction of the exhaust manifold is perpendicular to the axis of the cylinder liner 10. An exhaust valve 421 is provided in the part of the exhaust manifold that communicates with the cylinder liner 10. An exhaust valve spring 422 is fitted on the exhaust valve 42. The disc of the exhaust valve 421 extends into the exhaust manifold. The end of the exhaust valve 42 away from its disc cooperates with the driven end of the exhaust valve rocker arm 423. The exhaust valve rocker arm 423 is rotatably connected to the engine housing through the exhaust valve rocker arm shaft 424.

[0081] The intake valve rocker arm 323 and the exhaust valve rocker arm shaft 424 are approximately located on the same plane. A camshaft 52 is provided between the intake valve rocker arm 323, the exhaust valve rocker arm shaft 424, and the cylinder liner 10. Intake cams and exhaust cams are spaced apart along the axial direction on the camshaft 52. The intake cams cooperate with the driving end of the intake valve rocker arm 323, and the exhaust cams cooperate with the driving end of the exhaust valve rocker arm shaft 424. A camshaft drive wheel 51 is provided at the end of the camshaft 52 away from the exhaust valve 421. In this embodiment, a single camshaft 52 is used to control the movement of the intake valve 321 and the exhaust valve 421 respectively, simplifying the structure, reducing engine power loss, and further improving the engine's energy utilization rate.

[0082] The spark plug 80 is disposed between the gap between the first piston 11 and the second piston 12 located at the inner dead center, and the spark plug 80 is located between the intake manifold and the exhaust manifold.

[0083] A first synchronizer pulley 54 is located on the same side of the first crankshaft 20 as the camshaft drive wheel 51, and a second synchronizer pulley 55 is located on the corresponding position on the same side of the second crankshaft 21. The first synchronizer pulley 54 and the second synchronizer pulley 55 are connected by a drive chain 53. A reversing sprocket 50 is provided between the camshaft drive wheel 51 and the drive chain 53. The reversing sprocket 50 is rotatably connected to the engine housing via a sprocket shaft and engages with both the camshaft drive wheel 51 and the drive chain 53. A flywheel is located on the end of the second crankshaft 21 away from the drive chain 53. A tensioner arm 71 is movably connected to the engine housing base. A chain tensioner pulley 72 is located on the end of the tensioner arm 71 away from the engine housing base. The chain tensioner pulley 72 engages with the drive chain 53 and is connected to the engine housing base via a chain tension spring 73.

[0084] An oil pump 60 is installed inside the engine housing. The oil pump 60 has a first piston spray pipe 61 and a second piston spray pipe 62. The spray nozzle of the first piston spray pipe 61 extends into the cylinder liner 10 and is located outside the movement trajectory of the first piston 11. The spray nozzle of the second piston spray pipe 62 extends into the cylinder liner 10 and is located outside the movement trajectory of the second piston 12. The oil pump 60 is powered by a chain tensioner 72.

[0085] Example 4:

[0086] In an optional embodiment, this application also provides a powered vehicle having an engine 1 as defined in any of the above embodiments, which may be a car, a motorcycle, or a ship.

[0087] Through the above technical solution, this application realizes the application of any of the aforementioned engines 1 in actual vehicles. Since the engine 1 adopts a single-cylinder double-piston structure, a crankshaft connecting rod piston mechanism is arranged on each side of the cylinder liner 10. The cranks of the two crankshafts are symmetrically arranged. With the improvement of the intake passage 30, exhaust passage 40, timing system and piston rings and other components, the components support each other in function and have an interactive relationship, thereby maximizing the efficiency of the engine.

[0088] The above description is merely an optional embodiment of this application and is not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A high-efficiency engine, characterized in that: It includes at least one cylinder piston assembly, a first crankshaft, a second crankshaft, an intake manifold, an exhaust manifold, an intake assembly, an exhaust assembly, a spark plug, a timing mechanism, and a power combination mechanism, wherein, The first crankshaft and the second crankshaft are spaced apart, the axis of the first crankshaft and the axis of the second crankshaft are parallel to each other, the cranks of the first crankshaft and the cranks of the second crankshaft are symmetrically arranged, and both the first crankshaft and the second crankshaft are configured as unbalanced structures. The at least one cylinder piston assembly is disposed between the first crankshaft and the second crankshaft. The cylinder piston assembly includes a cylinder liner, a first piston, and a second piston. The first piston and the second piston are disposed opposite each other within the cylinder liner. The inner wall of the cylinder liner, the top surface of the first piston, and the top surface of the second piston together define a combustion chamber. The first piston is connected to the first crankshaft via a first connecting rod, and the second piston is connected to the second crankshaft via a second connecting rod. The intake passage, the exhaust passage, and the spark plug are all disposed on the side wall of the cylinder liner; the intake assembly is disposed on the intake passage; and the exhaust assembly is disposed on the exhaust passage. The power combining mechanism is used to combine the power output from the first crankshaft and the power output from the second crankshaft, and the power combining mechanism provides power to the timing mechanism; When the engine is working, it has an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. During the compression stroke and the exhaust stroke, the first piston and the second piston move synchronously in opposite directions. During the intake stroke and the power stroke, the first piston and the second piston move synchronously in opposite directions.

2. The high-efficiency engine according to claim 1, characterized in that: The intake assembly includes an intake valve, the intake passage is an intake manifold, and the intake valve can move within the intake passage to open or close the intake passage; the exhaust assembly includes an exhaust valve, the exhaust passage is an exhaust manifold, and the exhaust valve can move within the exhaust passage to open or close the exhaust passage. The movement trajectories of both the intake valve and the exhaust valve are located outside the cylinder liner.

3. The high-efficiency engine according to claim 2, characterized in that: A first synchronous pulley is provided at one end of the first crankshaft, and a second synchronous pulley is provided at the end of the second crankshaft located on the same side as the first crankshaft. The first synchronous pulley and the second synchronous pulley are connected by a power chain. The torsional strength of the second crankshaft is set to be greater than that of the first crankshaft, and the second crankshaft is set as an output shaft.

4. The high-efficiency engine according to claim 3, characterized in that: The timing mechanism includes the drive chain, a reversing sprocket, and a camshaft. The reversing sprocket and the drive chain cooperate. The position of the camshaft corresponds to the positions of the intake passage and the exhaust passage. One end of the camshaft is provided with a camshaft drive wheel, which cooperates with the reversing sprocket. The intake assembly also includes an intake valve rocker arm, and the exhaust assembly also includes an exhaust valve rocker arm. The camshaft controls the movement of the intake valve and the exhaust valve by cooperating with the intake valve rocker arm and the exhaust valve rocker arm, respectively.

5. The high-efficiency engine according to claim 4, characterized in that: The engine also includes a chain tensioning mechanism and a support structure. The chain tensioning mechanism includes a tensioner arm, a chain tension wheel, and a chain tension spring. One end of the tensioner arm is movably connected to the support structure, and the other end of the tensioner arm is connected to the chain tension wheel. The chain tension wheel cooperates with the drive chain, and the chain tension wheel is connected to the support structure through the chain tension spring.

6. The high-efficiency engine according to claim 5, characterized in that: The engine also includes a cylinder lubrication system, which includes an oil pump, a first piston spray pipe, and a second piston spray pipe. The first piston spray pipe and the second piston spray pipe are respectively connected to the oil pump. The spray nozzle of the first piston spray pipe extends into the cylinder liner and is located outside the movement trajectory of the first piston. The spray nozzle of the second piston spray pipe extends into the cylinder liner and is located outside the movement trajectory of the second piston. The oil pump is powered by the chain tensioner or the drive chain.

7. The high-efficiency engine according to any one of claims 1-6, characterized in that: An intake buffer chamber is provided on the intake passage, the inner diameter of which is larger than the rest of the intake passage. The timing mechanism is a variable timing mechanism, which is configured to delay the closing of the intake valve during the compression stroke of the engine.

8. The high-efficiency engine according to any one of claims 1-6, characterized in that: The first crankshaft is rotatably supported on the support structure by a first crankshaft bearing, and the second crankshaft is rotatably supported on the support structure by a second crankshaft bearing.

9. The high-efficiency engine according to any one of claims 1-6, characterized in that: Both the first piston and the second piston have beveled piston rings with slanted cuts.

10. A powered vehicle, characterized in that: The powered vehicle has a high-efficiency engine as described in any one of claims 1-9, and the powered vehicle is a car, motorcycle, or ship.

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