Opposed engine

Abstract

The utility model relates to the technical field of engines, and provides an opposed engine which comprises a crankshaft, a power unit and a torque eliminating device, the power unit comprises a Scotch yoke transmission mechanism and two air cylinders, the Scotch yoke transmission mechanism comprises a power sliding block, a power connecting rod and two power pistons, the power sliding block is rotatably installed on a crank throw, and the power connecting rod is rotatably installed on the crank throw. The power sliding block can be installed on the power connecting rod in a sliding mode in the second direction, the two power pistons are installed at the two ends of the power connecting rod in the first direction respectively, and each power piston can be arranged on the corresponding air cylinder in a sliding mode in the first direction. A moment elimination mass block of the moment elimination device is driven by a crankshaft to do reciprocating rectilinear motion in the first direction, and the direction of inertia moment generated by the moment elimination mass block and acting on an engine body is opposite to that of inertia moment generated by all Scotch yoke transmission mechanisms and acting on the engine body. The inertia moment of the Scotch yoke transmission mechanism is effectively counteracted or reduced, and the NVH performance is remarkably improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of engine, especially to a opposed engine. BACKGROUND

[0002] The traditional engine using crank-connecting rod mechanism generates first-order reciprocating inertia torque and second-order reciprocating inertia torque during work, causing vibration of the engine, which not only consumes energy and affects the normal work of the engine, but also causes resonance of the engine in serious cases, reducing the NVH performance (Noise, Vibration, Harshness) of the engine. SUMMARY

[0003] The utility model discloses an opposed engine which aims to solve the technical problem that the NVH performance of the existing engine needs to be improved.

[0004] The application provides an opposed engine, which has a first direction, a second direction and a third direction perpendicular to each other, and comprises a crankshaft, a power unit and a torque elimination device.

[0005] The power unit comprises a Scotch yoke transmission mechanism and two cylinders, the Scotch yoke transmission mechanism comprises a power slider, a power connecting rod and two power pistons, the power slider is rotatably installed on the crankpin, the power slider is slidably installed on the power connecting rod along the second direction, and the two power pistons are respectively installed at two ends of the power connecting rod in the first direction, and each power piston is slidably arranged in the corresponding cylinder along the first direction.

[0006] The torque elimination device comprises a torque elimination mass block, which is driven by the crankshaft to make reciprocating linear motion along the first direction, and the inertia torque generated by the torque elimination mass block on the engine body is opposite to the direction of the inertia torque generated by all the Scotch yoke transmission mechanisms on the engine body.

[0007] In one embodiment, the torque elimination device is installed at the end of the crankshaft.

[0008] In one embodiment, the installation phase angle of the torque elimination slider of the torque elimination device is 180° different from the installation phase angle of the adjacent power slider.

[0009] In one embodiment, the number of the power units is even, and each power unit is installed on a crankpin.

[0010] In one of the embodiments, the inertial forces generated by all the power units are balanced.

[0011] In one of the embodiments, the number of the moment-eliminating devices is two, the two moment-eliminating devices are installed on the crankshaft at intervals, and the inertial forces generated by the two moment-eliminating devices are balanced.

[0012] In one of the embodiments, the inertial moments generated by all the power units are balanced with the inertial moments generated by the two moment-eliminating devices.

[0013] In one of the embodiments, the number of the power units is odd, each power unit is installed on a crankpin, the number of the moment-eliminating devices is two, the two moment-eliminating devices are installed on the crankshaft at intervals, the inertial forces generated by all the power units are balanced with the inertial forces generated by the two moment-eliminating devices, the directions of the inertial forces generated by the two moment-eliminating devices are the same, and the inertial moments generated by the two moment-eliminating devices are balanced.

[0014] In one of the embodiments, the moment-eliminating device further comprises a first rotating wheel, a second rotating wheel, and a moment-eliminating slider, the first rotating wheel is installed on the crankshaft, the second rotating wheel is linked with the first rotating wheel, the moment-eliminating slider is eccentrically arranged rotatably on the second rotating wheel, and the moment-eliminating slider is installed on the moment-eliminating mass block in sliding manner along the second direction.

[0015] In one of the embodiments, the moment-eliminating mass block has a first sliding groove extending along the second direction, and the moment-eliminating slider is arranged in sliding manner in the first sliding groove.

[0016] In one of the embodiments, the moment-eliminating slider is connected with a moment-eliminating pin, and the moment-eliminating pin is eccentrically arranged rotatably on the second rotating wheel through a moment-eliminating bearing.

[0017] In one of the embodiments, the first rotating wheel and the second rotating wheel are connected through a synchronous belt.

[0018] In one of the embodiments, the first rotating wheel and the second rotating wheel are connected in meshing manner.

[0019] In one of the embodiments, the first rotating wheel and the second rotating wheel are connected through a synchronous chain.

[0020] In one of the embodiments, the moment-eliminating device further comprises a guide rail, the guide rail extends along the first direction, and the moment-eliminating mass block is installed on the guide rail in movable manner along the guide rail.

[0021] In one of the embodiments, the counterbalance mass is mounted on the guide rail by rolling body.

[0022] The opposed engine has the following beneficial effects: the power unit adopts a Scotch Yoke transmission mechanism, the power slider makes reciprocating linear motion in the second direction relative to the power connecting rod, the power connecting rod makes reciprocating linear motion in the first direction, the combined motion of the two makes the reciprocating linear motion of the power piston relative to the rotation angle displacement of the crankshaft comply with the standard sine motion or cosine motion law, the power piston has a gentle speed at the outer / top dead center position, which is beneficial to improving the combustion quality; the power slider, the power connecting rod and the power piston are reciprocating linear motion components, the Scotch Yoke transmission mechanism only generates a first-order reciprocating inertia force and does not generate a second-order reciprocating inertia force, thereby reducing vibration and noise to a certain extent; the counterbalance mass of the torque elimination device also makes reciprocating linear motion, the inertia torque generated by the counterbalance mass is opposite to the inertia torque generated by the Scotch Yoke transmission mechanism and is on the same plane, effectively offsets or reduces the inertia torque of the Scotch Yoke transmission mechanism, significantly improves the NVH performance of the opposed engine, solves the technical problem that the NVH performance of the existing engine needs to be improved, reduces energy loss caused by vibration and unbalanced force, is beneficial to more efficient operation of the opposed engine, makes the output power more stable, and improves the overall performance and durability of the opposed engine. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0024] Figure 1 The structural schematic diagram of the opposed engine provided by the present application is shown in the figure.

[0025] Figure 2 The structural schematic diagram of the Scotch Yoke transmission mechanism of the opposed engine in the present application is shown in the figure. Figure 1

[0026] Figure 3 The displacement comparison schematic diagram of the power piston and the traditional piston is shown in the figure.

[0027] Figure 4 The speed comparison schematic diagram of the power piston and the traditional piston is shown in the figure.

[0028] Figure 5 The acceleration comparison schematic diagram of the power piston and the traditional piston is shown in the figure.

[0029] Figure 6 ​Schematic diagram of jerk comparison between power piston and traditional piston

[0030] Figure 7 Schematic diagram of first structure of torque cancellation device for opposed engine in Figure 1

[0031] Figure 8 Schematic diagram of second structure of torque cancellation device for opposed engine in Figure 1

[0032] Figure 9 Schematic diagram of third structure of torque cancellation device for opposed engine in Figure 1

[0033] Figure 10 Schematic diagram of assembly of second rotating wheel and cancellation pin of torque cancellation device in Figure 1

[0034] Figure 11 Right sectional view of Figure 10

[0035] Figure 12 Schematic diagram of another structure of opposed engine provided by the embodiment

[0036] Figure 13 Schematic diagram of improved structure of opposed engine in Figure 12

[0037] Figure 14 Schematic diagram of lubrication design of torque cancellation device provided by the embodiment

[0038] In the drawings, various reference numerals refer to:

[0039] X, first direction; Y, second direction; Z, third direction

[0040] 10, crankshaft; 11, crank; 12, axis; 13, rotating track; 20, power unit; 21, cylinder; 22, power slider; 23, power connecting rod; 231, second sliding groove; 24, power piston; 25, piston pin; 26, power bearing; 30, torque cancellation device; 31, cancellation mass; 311, first sliding groove; 312, lubricating layer; 32, first rotating wheel; 33, second rotating wheel; 34, cancellation slider; 341, slider track; 342, third flow channel; 35, cancellation pin; 36, cancellation bearing; 361, oil hole; 362, first flow channel; 363, second flow channel; 364, first sub-flow channel; 365, second sub-flow channel; 371, synchronous belt; 372, transmission gear; 38, guide rail; 39, rolling body DETAILED DESCRIPTION

[0041] ​​​​​​Embodiments of the present application will be described in detail below, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout the whole description. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present application, and cannot be understood as a limitation of the present application.

[0042] Reference throughout the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. Therefore, the appearance of the phrases "in one embodiment" or "in some embodiments" in various places throughout the specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0043] In the description of the present application, it is to be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0044] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features.

[0045] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0046] Please refer to Figure 1 and Figure 2The present application provides an opposed engine. The opposed engine has a first direction X, a second direction Y, and a third direction Z that are perpendicular to each other. The opposed engine includes a crankshaft 10, a power unit 20, and a torque elimination device 30. The length direction of the crankshaft 10 is consistent with the third direction Z, that is, the axis 12 of the crankshaft 10 is consistent with the third direction Z. The crankshaft 10 rotates around the third direction Z. The crankshaft 10 includes at least one crank throw 11. In other words, the number of crank throws 11 can be one (see Figure 13 ), two (see Figure 1 ), or more than two, without specific limitation here.

[0047] The power unit 20 includes a Scotch yoke transmission mechanism and two cylinders 21. The Scotch yoke transmission mechanism includes a power slider 22, a power connecting rod 23 and two power pistons 24. The power slider 22 is rotatably mounted on the crank 11, and one power slider 22 corresponds to one crank 11. That is, the number of cranks 11 is greater than or equal to the number of power units 20. Each crank 11 can be equipped with a power unit 20, or some cranks 11 can be equipped with power units 20 and some cranks 11 are idle. Generally, the number of cranks 11 is equal to the number of power units 20 and corresponds one to one. The power slider 22 can be slidably mounted on the power connecting rod 23 along the second direction Y. The two power pistons 24 are respectively mounted at the two ends of the power connecting rod 23 in the first direction X. Each power piston 24 can be slidably set in the corresponding cylinder 21 along the first direction X. Optionally, the power piston 24 is connected to the power connecting rod 23 via a piston pin 25.

[0048] The torque elimination device 30 includes a torque elimination mass block 31, which performs reciprocating linear motion along the first direction X under the drive of the crankshaft 10. The inertia torque generated by the torque elimination mass block 31 acting on the engine body is opposite to the direction of the inertia torque generated by all Scotch yoke transmission mechanisms acting on the engine body.

[0049] In a specific embodiment, combining Figure 1, the four-cylinder horizontally mirror-symmetrical engine comprises two power units 20 and two torque cancellation devices 30 which are horizontally opposite and symmetrical. Taking the power unit 20 close to the third direction Z positive as an example, the power slider 22 moves along the rotation track 13 with the crank 11 in a plane, and the plane movement of the power slider 22 can be decomposed into linear movements in the first direction X and the second direction Y respectively. The displacement of the power slider 22 is x = r * (1-cosφ), y = r * sinφ, which is a standard sine / cosine motion, where r is the distance from the center of the power slider 22 to the axis 12, which is a constant; φ is the angle between the line connecting the power slider 22 to the axis 12 and the horizontal plane, or the rotation angle of the slider relative to the xoz plane, which is a variable and ranges from 0 to 2π. The power piston 24 and the power connecting rod 23 move along the first direction X in a reciprocating linear motion (see Figure 3 ), and the position of the power slider 22 in the first direction X is x = r * (1-cosφ). Once, twice and thrice derivation of the displacement expression can obtain the velocity (see Figure 4 ), acceleration (see Figure 5 ) and jerk (see Figure 6 ) of the power piston 24, which are all monomial sine / cosine functions, the influencing factors are single, the mechanism is simple and reliable, and there is no polynomial function of sine / cosine, no second-order reciprocating inertial force, and stable power output. In other words, the components of the power unit 20 moving in a linear motion only generate first-order reciprocating inertial force, and no second-order reciprocating inertial force.

[0050] The traditional piston is connected with the crankshaft 10 through a connecting rod and a crank, and the displacement expression of the piston in the first direction X is x = R * [(1-cosθ) + (1-cos2θ) * λ / 4]. Wherein, R is the length of the crank, which is a constant; L is the length of the connecting rod, which is a constant; λ = R / L, which is a constant; θ is the angle between the crank and the horizontal plane, or the rotation angle of the crank relative to the xoz plane, which is a variable and ranges from 0 to 2π. Similarly, once, twice and thrice derivation of the expression can obtain the velocity, acceleration and jerk of the traditional piston. Figures 3 to 6 FIG. 4 is a comparison diagram of displacement, velocity, acceleration and jerk of the power piston 24 and the traditional piston, wherein curve A represents the power piston 24, and curve B represents the traditional piston.

[0051] Further analysis shows that, in combination with Figure 3 , the reciprocating linear motion of the power piston 24 is a pure cosine / sine motion relative to the rotation angle displacement of the crankshaft 10, which is convenient for realizing complete dynamic balance, the traditional piston moves in an approximate cosine / sine motion, which is difficult to realize complete dynamic balance; the envelope area of the motion curve of the power piston 24 is smaller, the energy consumption of the moving components is lower, and more chemical energy is used for output torque. In combination with Figure 4, the power piston 24 leaves the top dead center position more slowly, which helps the combustion flame front to expand, benefits the full combustion, benefits the environmental protection emission, and benefits the full conversion of chemical energy into mechanical energy; the power piston 24 approaches the top dead center position more slowly, which helps to prevent knocking and benefits the use of low-grade fuel under high compression ratio. In combination Figure 5 , the acceleration curve of the power piston 24 is smoother and has less fluctuation, and the output torque is more stable. In combination Figure 6 , the power piston 24 has less impact and is smoother, which benefits the power unit 20 and the opposed engine to have better NVH performance.

[0052] In combination Figure 1 and Figure 2 , for a four-cylinder horizontally mirror-symmetrical engine, since the phase angles of the two crankshafts 11 are 180° apart, the first-order reciprocating inertial forces F1 acting on the two crankshafts 11 are equal in size and opposite in direction, and can be counteracted. The two first-order reciprocating inertial forces F1 do not act on the same straight line, and generate unbalanced moments M1 in the horizontal plane xoz in which the first direction X and the third direction Z are located, so as to make the symmetrical engine rotate around the second direction Y, and when the crankshaft 10 rotates by 180°, the size of M1 changes and the direction is periodically converted to the opposite direction, which can cause vibration of the entire symmetrical engine.

[0053] Please continue to refer to Figure 1 , the counterbalance mass 31 reciprocates linearly along the first direction X under the drive of the crankshaft 10, and the counterbalance mass 31 generates a first-order reciprocating inertial force F2 acting on the engine body. The two moment elimination devices 30 are installed at intervals on the crankshaft 10, and the two first-order reciprocating inertial forces F2 do not act on the same straight line, thereby generating unbalanced moments M2 in the horizontal plane xoz in which the first direction X and the third direction Z are located, and the directions of M1 and M2 are opposite, which can reduce or counteract the vibration of the single unbalanced moment M1.

[0054] Specifically, the inertial moment generated by the counterbalance mass 31 is opposite in direction, equal in size, and on the same plane as the inertial moment generated by all the Scotch yoke transmission mechanisms, so as to eliminate the inertial moment generated by the power unit 20 and completely eliminate the vibration. Alternatively, the displacement of the counterbalance mass 31 is the same as the displacement of the power piston 24, which benefits the simplification of the inertial moment balance calculation of the moment elimination device 30 and the power unit 20. For example, the phase angle of the displacement expression of the counterbalance mass 31 is 180° apart from the phase angle of the displacement expression of the power piston 24, and other parameters are the same, so as to realize equal size, opposite direction, and on the same plane, which greatly simplifies the selection of the counterbalance mass 31.

[0055] Based on this, in the present application, the power unit 20 adopts a Scotch Yoke transmission mechanism, the power slider 22 reciprocates linearly along the second direction Y relative to the power connecting rod 23, the power connecting rod 23 reciprocates linearly along the first direction X relative to the crankshaft 10, conforms to the standard sine or cosine motion law, the power piston 24 has a flat speed at the top dead center position, which is beneficial to improve the combustion quality, fully combustion, good emission indicators and other characteristics. The power slider 22, the power connecting rod 23 and the power piston 24 are reciprocating linear motion components, the Scotch Yoke transmission mechanism only generates a first-order reciprocating inertia force and does not generate a second-order reciprocating inertia force, which reduces vibration and noise to a certain extent. The inertia torque generated by the inertia block 31 of the torque elimination device 30 also reciprocates linearly, and the direction of the inertia torque generated by the inertia block 31 is opposite to that of the inertia torque generated by the Scotch Yoke transmission mechanism, which effectively offsets or reduces the inertia torque of the Scotch Yoke transmission mechanism, significantly improves the NVH performance of the opposed engine, reduces the energy loss caused by vibration and unbalanced force, and facilitates the opposed engine to work more efficiently, the output power is more stable, and the overall performance and durability of the opposed engine are improved.

[0056] The opposed engine provided in the present application can be a horizontally mirror-symmetrical engine or a vertically mirror-symmetrical engine, which is not specifically limited herein. The number of cylinders of the opposed engine can be two (i.e., a single power unit 20), four (i.e., two power units 20) or more (i.e., multiple power units 20), which is not specifically limited herein. The opposed engine can be used as an engine of a range extender system, such as a range extender of a range-extended electric vehicle, a range-extended aircraft, a range-extended surface / subsurface vehicle, an amphibious vehicle, a wing-in-ground effect vehicle, etc., which is not specifically limited herein.

[0057] In the present embodiment, the inertia block 31 reciprocates linearly along the first direction X, and the required motion space is small, which is beneficial to greatly reduce the height of the opposed engine.

[0058] In some embodiments, the torque cancellation device 30 is directly mounted on the crankshaft 10, which, in the first aspect, eliminates the need for mounting on the crankshaft 10 through a transmission mechanism, reduces additional components and structural complexity, and avoids introducing new vibration sources due to the addition of additional components; in the second aspect, the structure is more compact, significantly reducing the overall volume and weight of the engine, which helps to optimize the internal space layout of the opposed engine, improves the power density and overall performance of the opposed engine, simplifies the structure and control system of the opposed engine; in the third aspect, it directly acts on the crankshaft 10, shortens the force arm, and the force on the crankshaft 10 in the length direction (third direction Z) is more uniform, while not occupying the original assembly space of the power unit 20, facilitating separate installation and maintenance of the power unit 20 and the torque cancellation device 30, improving the modular design of the opposed engine, reducing maintenance cost and time, and improving the reliability and availability of the engine.

[0059] In some embodiments, in combination with Figure 1 , the torque cancellation device 30 is mounted at the end of the crankshaft 10. The middle space of the crankshaft 10 is a key area for power transmission and conversion. Keeping the original design of the power unit 20 is not conducive to ensuring the stability and reliability of the power unit 20, ensuring smooth and efficient power transmission, and will affect the core performance of the engine. It can ensure that the opposed engine can still maintain its original efficiency and reliability after introducing the torque cancellation device 30, and adapt to the original use of cars or aircraft. The torque cancellation device 30 is installed as an independent module at the end of the crankshaft 10, making the design of the entire opposed engine more modular. When the torque cancellation device 30 needs to be replaced or repaired, it can be done individually without disassembling the entire engine, thereby reducing maintenance cost and time. Since the torque cancellation device 30 is installed independently of the power unit 20, different models and specifications of torque cancellation devices 30 can be selected to generate different sizes and directions of torque M2, adapting to different engines and application scenarios.

[0060] In some embodiments, in combination with Figure 1 and Figure 12 , the installation phase angle of the torque cancellation slider 34 is 180° different from the installation phase angle of the adjacent power slider 22, so that the inertial force F2 generated by the torque cancellation mass 31 and the inertial force F1 generated by the adjacent power unit 20 are in opposite directions, thereby effectively canceling or reducing the vibration caused by the reciprocating inertial force F1, and at the same time indicating the phase angle installation requirement of the torque cancellation slider 34.

[0061] In some embodiments, in combination with Figure 1 and Figure 13The installation phase angle of the torque-eliminating slider 34 differs by 180° from that of the adjacent power slider 22. This results in the inertial force F2 generated by the torque-eliminating mass block 31 and the inertial force F1 generated by the adjacent power unit 20 being in opposite directions, effectively offsetting or reducing the vibration caused by the reciprocating inertial force F1. This also specifies the phase angle installation requirements for the torque-eliminating slider 34. The inertial moments generated by the two moment-eliminating masses 31 are in opposite directions, equal in magnitude, and located on the same plane, achieving inertial moment balance.

[0062] In some embodiments, combined Figure 2 The two cylinders 21 , the two power pistons 24 , and the power connecting rod 23 in the power unit 20 are symmetrically distributed about the center of the power slider 22 .

[0063] In some embodiments, combined Figure 1 The structure of the power unit 20 is the same. On the one hand, it reduces the types of components and the difficulty of installation, improves the symmetry and mirroring of the opposed engine, and enables the inertial forces generated to balance each other through a phase difference of 180°; on the other hand, it is conducive to stable power output.

[0064] In some embodiments, combined Figure 1 The number of power units 20 is an even number, and each power unit 20 is installed on a crank 11, which is beneficial to the smooth movement of the crankshaft 10 and the uniform distribution of the power units 20 in the length direction of the crankshaft 10, so that the engine has better structural symmetry.

[0065] Specifically, the cranks 11 are evenly spaced along the length of the crankshaft 10, and the phase angles of two adjacent cranks 11 differ by 180°. Therefore, after the power units 20 are assembled on the cranks 11, the directions of the inertial forces generated by the two adjacent power units 20 are opposite, which is conducive to reducing or balancing the inertial forces.

[0066] Specifically, combined Figure 1 , the structures of the power units 20 are the same, the inertial forces generated by each power unit 20 are the same in magnitude, and the phase angles differ by 180°, so the inertial forces generated by each pair of power units 20 are balanced. For example, see Figure 1 Among the two power units 20, the direction of F1 generated by one power unit 20 is toward the negative direction of the first direction X, and the direction of F1 generated by the other power unit 20 is toward the positive direction of the first direction X, achieving phase balance.

[0067] It can be understood that in other embodiments, all the inertial forces generated by the power units 20 are unbalanced, and the torque elimination devices 30 generate inertial forces to balance the inertial forces. For example, the structures of the power units 20 are not necessarily all the same, or the phase angles of the power units 20 are not necessarily opposite to each other, all the combined inertial forces generated by the power units 20 are negative inertial forces F1 in the first direction X, one torque elimination device 30 can be used to generate a positive inertial force F2 in the first direction X, the directions of F1 and F2 are opposite, and the sizes are equal, to achieve balance; or two torque elimination devices 30 can be used to generate positive inertial forces F2 in the first direction X, F2 = 1 / 2*F1, to achieve balance of the inertial forces.

[0068] In one of the embodiments, in combination with Figure 1 , the number of torque elimination devices 30 is two, the two torque elimination devices 30 are installed at intervals on the crankshaft 10, and the inertial forces generated by the two torque elimination devices 30 are balanced, so as to reduce stress concentration and vibration of internal parts of the engine, thereby improving the running stability of the engine.

[0069] In one of the embodiments, the inertial torques generated by all the power units 20 are balanced with the inertial torques generated by the two torque elimination devices 30, the vibration and noise generated by the engine during operation are greatly reduced, the stress and wear of the parts are reduced, and the overall life of the engine is prolonged.

[0070] In some embodiments, in combination with Figure 13 , the number of power units 20 is odd, and each power unit 20 is installed on one crank web 11. The number of torque elimination devices 30 is two, the two torque elimination devices 30 are installed at intervals on the crankshaft 10, the inertial forces generated by the two torque elimination devices 30 are balanced with the inertial forces generated by all the power units 20, and the directions of the inertial forces generated by the two torque elimination devices 30 are the same. The inertial torques generated by the two torque elimination devices 30 are balanced.

[0071] For example, in combination with Figure 12 , one power unit 20 generates a negative inertial force F1 in the first direction X, and one torque elimination device 30 generates a positive inertial force F2 in the first direction X, the directions of F1 and F2 are opposite, and the sizes are equal, to achieve balance, but F1 and F2 are not collinear, forming a reciprocating inertial torque, which still causes vibration of the engine. Therefore, in combination with Figure 13 , one power unit 20 generates a negative inertial force F1 in the first direction X, and two torque elimination devices 30 generate a positive inertial force F2 in the first direction X, F2 = 1 / 2*F1, to achieve balance of the inertial forces, and at the same time, no reciprocating inertial torque is generated.

[0072] In some embodiments, in combination with Figures 7 to 9, the torque cancellation device 30 further comprises a first rotating wheel 32, a second rotating wheel 33, and a cancellation slider 34. The first rotating wheel 32 is installed on the crankshaft 10, the second rotating wheel 33 is linked with the first rotating wheel 32, and the cancellation slider 34 is eccentrically arranged on the second rotating wheel 33. The cancellation slider 34 is slidably installed on the cancellation mass 31 along the second direction Y, so that the rotational motion of the eccentric position of the second rotating wheel 33 is divided into the reciprocating linear motion of the cancellation slider 34 and the cancellation mass 31, and the linear motion conforms to the standard sine / cosine motion. The cancellation mass 31 does not generate a second-order reciprocating inertia force, reducing vibration and noise.

[0073] In one embodiment, the cancellation mass 31 has a first sliding groove 311 extending along the second direction Y, and the cancellation slider 34 is slidably arranged in the first sliding groove 311. The first sliding groove 311 defines that the cancellation slider 34 can reliably slide along the second direction Y, and the cancellation mass 31 divided in parallel can reliably slide along the first direction X, and both conform to the standard sine / cosine motion.

[0074] In one embodiment, in combination Figure 10 and Figure 11 , the cancellation slider 34 is connected with a cancellation pin 35, and the cancellation pin 35 is eccentrically arranged on the second rotating wheel 33 through a cancellation bearing 36. The arrangement of the cancellation pin 35 enables the cancellation slider 34 to realize eccentric motion, and the slider track 341 is circular. The cancellation bearing 36 allows the cancellation slider 34 to rotate relative to the second rotating wheel 33, so that the unbalanced torque in the system can be more flexibly adjusted and balanced, while reducing the friction and resistance between the cancellation slider 34 and the second rotating wheel 33, thereby improving the efficiency of power transmission.

[0075] In one embodiment, in combination Figure 7 and Figure 14 , the cancellation slider 34 makes reciprocating linear motion on the cancellation mass 31, and there is sliding friction between them. The cancellation slider 34 bears the first direction X thrust transmitted to the cancellation mass 31. In the ignition / power stroke, the first direction X thrust is large. Therefore, a lubricating layer 312 is arranged between the cancellation slider 34 and the cancellation mass 31 to realize dynamic pressure lubrication or elastohydrodynamic lubrication, so as to reduce friction and wear, thereby improving the overall efficiency and service life of the engine.

[0076] Specifically, the counterbalance slider 34 is sleeved with the counterbalance pin 35 through the counterbalance bearing 36, the middle part of the counterbalance bearing 36 is provided with an oil hole 361, the counterbalance bearing 36 is provided with a first flow channel 362 distributed in the radial direction and a second flow channel 363 distributed in the circumferential direction of the surface, the first flow channel 362 is communicated with the oil hole 361, and the first flow channel 362 and the second flow channel 363 are at least partially communicated. The first flow channel 362 guides the lubricating liquid flowing out of the oil hole 361 to the second flow channel 363 of the surface of the counterbalance bearing 36, so that the effect of dynamic pressure lubrication is realized.

[0077] Specifically, the counterbalance slider 34 is sleeved with the counterbalance pin 35 through the counterbalance bearing 36, the middle part of the counterbalance bearing 36 is provided with an oil hole 361, the counterbalance bearing 36 is provided with a first flow channel 362 distributed in the radial direction and a second flow channel 363 distributed in the circumferential direction of the surface, the first flow channel 362 is communicated with the oil hole 361, and the first flow channel 362 and the second flow channel 363 are at least partially communicated. The first flow channel 362 guides the lubricating liquid flowing out of the oil hole 361 to the second flow channel 363 of the surface of the counterbalance bearing 36, so that the effect of dynamic pressure lubrication is realized.

[0078] Alternatively, the counterbalance mass 31 moves in a reciprocating straight line, the friction pair between the counterbalance slider 34 and the counterbalance mass 31 reciprocates along with the sliding direction, and the load changes sharply. Based on the sine / cosine motion law of the counterbalance mass 31, the counterbalance slider 34 and the counterbalance mass 31 are only subjected to force on one side at the same time, that is, only one side of the counterbalance slider 34 and the counterbalance mass 31 is in close contact to form a friction pair at the same time. In one rotation cycle, two friction surfaces alternately form a friction pair with the counterbalance mass 31, that is, any one friction surface of the counterbalance slider 34 does not constantly serve as a friction pair. This alternating characteristic causes the lubricating layer 312 to be quickly broken and invalid when it is separated from the friction pair due to the increase of the gap between the friction pairs, and the gap is in an oil-poor state. When the friction pair is formed again, the insufficient oil supply will greatly affect the friction lubrication.

[0079] To this end, the second flow channel 363 is fixed with the cancellation slider 34 and does not rotate, so it is only necessary to provide the second flow channel 363 on both sides of the cancellation bearing 36 in the first direction X, and both are communicated with the third flow channel 342, and correspond to the friction of the cancellation slider 34 and the cancellation mass 31 on different sides, respectively. The radially distributed first flow channel rotates synchronously with the second rotating wheel 33, and constantly rotates and changes, cooperating with the rotation rule of the second rotating wheel 33, when the cancellation mass 31 moves in the positive direction of the first direction X, the first flow channel 362 is communicated with the second flow channel 363 close to the positive direction of the first direction X, and is not communicated with the second flow channel 363 close to the negative direction of the first direction X, so that the lubricating oil is concentratedly supplied to one side of the cancellation slider 34 and the cancellation mass 31 which are being rubbed. When the cancellation mass 31 moves in the negative direction of the first direction X, the first flow channel 362 is communicated with the second flow channel 363 close to the negative direction of the first direction X, and is not communicated with the second flow channel 363 close to the positive direction of the first direction X, so that the lubricating oil is concentratedly supplied to one side of the cancellation slider 34 and the cancellation mass 31 which are being rubbed, realizing targeted supply of lubricating oil. The supply of lubricating oil is increased on one side of the friction pair, effectively reducing friction and wear. While ensuring reliable lubrication, excessive oil pumping loss is avoided, and efficiency is reduced.

[0080] Alternatively, the inner ring of the cancellation bearing 36 is fixedly connected with the cancellation pin 35, that is, the cancellation pin 35 is fixed to part of the hole wall of the oil hole 361, and the other part of the hole wall of the oil hole 361 has a gap with the cancellation pin 35, for the lubricating oil to flow into the first flow channel 362. The outer ring of the cancellation bearing 36 is fixedly connected with the cancellation slider 34. The second flow channel 363 includes a first sub-flow channel 364 and a second sub-flow channel 365, and the first sub-flow channel 364 and the second sub-flow channel 365 are respectively located on the opposite sides of the outer ring of the power bearing 26 in the first direction X. The first sub-flow channel 364 is located in the negative direction of the first direction X compared with the second sub-flow channel 365. The first sub-flow channel 364 and the second sub-flow channel 365 are always communicated with the third flow channel 342. The inner ring of the cancellation bearing 36 rotates synchronously with the cancellation pin 35 relative to the outer ring, when the cancellation mass 31 slides in the negative direction of the first direction X, the first flow channel 362 is communicated with the first sub-flow channel 364 and disconnected with the second sub-flow channel 365; when the cancellation mass 31 slides in the positive direction of the first direction X, the first flow channel 362 is communicated with the second sub-flow channel 365 and disconnected with the first sub-flow channel 364. Based on this, cooperating with the sinusoidal motion rule of the cancellation mass 31, the first flow channel 362 is alternately communicated with the first sub-flow channel 364 and the second sub-flow channel 365, so that the lubricating oil is concentratedly supplied to one side of the cancellation slider 34 and the cancellation mass 31 which are being rubbed, realizing targeted supply of lubricating oil. The supply of lubricating oil is increased on one side of the friction pair, effectively reducing friction and wear. While ensuring reliable lubrication, excessive oil pumping loss is avoided, and efficiency is reduced.

[0081] In some embodiments, the transmission ratio of the first rotating wheel 32 and the second rotating wheel 33 is 1:1, so that the rotation speed of the second rotating wheel 33 is consistent with the crankshaft 10.

[0082] In one of the embodiments, in combination Figure 7 , the first rotating wheel 32 and the second rotating wheel 33 are connected by a synchronous belt 371, the transmission ratio is accurate, and the vibration and noise caused by transmission error are reduced.

[0083] In one of the embodiments, in combination Figure 8 and Figure 9 , the first rotating wheel 32 and the second rotating wheel 33 are connected by meshing, the transmission ratio is accurate, the stability is good, the reliability is high, the gear transmission can withstand larger torque and load, and the operation stability of the torque elimination device 30 is improved.

[0084] Optionally, the first rotating wheel 32 and the second rotating wheel 33 are directly meshed, reducing the intermediate components. Optionally, the first rotating wheel 32 and the second rotating wheel 33 are meshed by a transmission gear 372, realizing the same rotation direction of the two.

[0085] In one of the embodiments, the first rotating wheel 32 and the second rotating wheel 33 are connected by a synchronous chain, the transmission reliability is high, and larger power and torque can be transmitted.

[0086] The synchronous belt 371, the first rotating wheel 32 and the second rotating wheel 33 are directly meshed, and the synchronous chain has the functions of synchronous belt timing, gear timing and chain timing, respectively, to ensure that the inertia force or inertia torque generated by the torque elimination device 30 is opposite in direction and equal in size to the inertia force or inertia torque generated by all the scotch yoke transmission mechanisms, thereby reducing the vibration of the engine.

[0087] In some embodiments, in combination Figure 7 , the torque elimination device 30 further comprises a guide rail 38 extending along the first direction X, and the counterbalance mass 31 is movably mounted on the guide rail 38 along the guide rail 38. The guide rail 38 defines the reciprocating linear motion of the counterbalance mass 31 in the first direction X, the direction of the inertia force and inertia torque generated by the counterbalance mass 31 is controllable, and the engine stability is improved by ensuring that the unbalanced torque can be quickly responded and eliminated.

[0088] In one of the embodiments, in combination Figures 7 to 9 , the counterbalance mass 31 is rollingly mounted on the guide rail 38 by a rolling body 39, the moving friction of the counterbalance mass 31 is reduced, the friction resistance and wear caused by sliding friction are reduced, and the motion stability of the system is improved.

[0089] In some embodiments, in combination Figure 1 and Figure 2The power slider 22 has a second sliding groove 231 extending along the second direction Y, and the power slider 22 is slidingly arranged in the second sliding groove 231. The second sliding groove 231 limits the reliable sliding of the power slider 22 along the second direction Y, and the power slider 22 makes a reciprocating linear motion along the first direction X under the driving of the crankshaft 10, and then the crank 11 rotates around the third direction Z.

[0090] In one of the embodiments, the power slider 22 is rotatably arranged on the connecting rod journal of the crank 11 through the power bearing 26, and the power slider 22 moves on the plane xoy along with the rotation of the crankshaft 10, which can be decomposed into a reciprocating linear motion along the first direction X and a reciprocating linear motion along the second direction Y in the second sliding groove 231, and the rotation track 13 of the center of the power slider 22 is circular. The power slider 22 and the power connecting rod 23 transmit power through a sliding pair, and the power connecting rod 23 does not have a reciprocating swing around the piston pin 25, thereby improving the power transmission efficiency.

[0091] The above is only a preferred embodiment of the present application, and is not used to limit the present application, and any modification, equivalent replacement and improvement within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An opposed engine characterized by: The opposed engine has a first direction, a second direction and a third direction perpendicular to each other, the opposed engine comprises a crankshaft, a power unit and a torque cancellation device, the length direction of the crankshaft is consistent with the third direction, the crankshaft rotates around the third direction, and the crankshaft comprises at least one crank. The power unit comprises a Scotch yoke transmission mechanism and two cylinders, the Scotch yoke transmission mechanism comprises a power slider, a power connecting rod and two power pistons, the power slider is rotatably installed on the crank, the power slider is slidably installed on the power connecting rod in the second direction, and the two power pistons are respectively installed at two ends of the power connecting rod in the first direction; each power piston is slidably arranged in the corresponding cylinder in the first direction. The torque cancellation device comprises a torque cancellation mass, the torque cancellation mass reciprocates linearly in the first direction under the drive of the crankshaft, and the torque cancellation mass generates an inertial torque acting on the engine body in a direction opposite to the inertial torque acting on the engine body generated by all the Scotch yoke transmission mechanisms.

2. The opposed engine of claim 1, characterized by: The torque cancellation device is installed at the end of the crankshaft; the installation phase angle of the torque cancellation slider of the torque cancellation device is 180° different from the installation phase angle of the adjacent power slider.

3. The opposed engine of claim 1, wherein: The number of the power units is even, and each power unit is installed on a crank; The number of the torque cancellation devices is two, the two torque cancellation devices are installed on the crank in a spaced manner, and the inertial forces generated by the two torque cancellation devices are balanced; The inertial torques generated by all the power units and the inertial torques generated by the two torque cancellation devices are balanced.

4. The opposed engine of claim 1, wherein: The number of the power units is odd, and each power unit is installed on a crank; The number of the torque cancellation devices is two, the two torque cancellation devices are installed on the crank in a spaced manner, the inertial forces generated by the two torque cancellation devices are balanced, and the inertial forces generated by the two torque cancellation devices are in the same direction; The inertial torques generated by the two torque cancellation devices are balanced.

5. The opposed engine of claim 1, wherein: The torque cancellation device further comprises a first rotating wheel, a second rotating wheel and a torque cancellation slider, the first rotating wheel is installed on the crank, the second rotating wheel is connected with the first rotating wheel, the torque cancellation slider is rotatably and eccentrically arranged on the second rotating wheel, and the torque cancellation slider is slidably installed on the torque cancellation mass in the second direction.

6. The opposed engine of claim 5, wherein: The torque cancellation mass has a first sliding groove extending in the second direction, and the torque cancellation slider is slidably arranged in the first sliding groove.

7. The opposed engine of claim 5, wherein: The torque cancellation slider is connected with a torque cancellation pin, and the torque cancellation pin is rotatably and eccentrically arranged on the second rotating wheel through a torque cancellation bearing.

8. The opposed engine of claim 5, wherein: The torque cancellation device further comprises one of the following: The first rotating wheel and the second rotating wheel are connected through a synchronous belt; The first rotating wheel and the second rotating wheel are connected in meshing; The first rotating wheel and the second rotating wheel are connected through a synchronous chain.

9. The opposed engine according to any one of claims 1 to 8, characterized by: The moment-eliminating device further comprises a guide rail extending along the first direction, and the moment-eliminating mass is movably installed on the guide rail along the guide rail.

10. The opposed engine of claim 9, wherein: The moment-eliminating mass is installed on the guide rail through rolling bodies.

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