Connecting rod transmission mechanism and mirror image engine

Abstract

The utility model relates to the technical field of mechanical transmission, and provides a connecting rod transmission mechanism and a mirror image engine. The connecting rod transmission mechanism comprises a power sliding block, a power connecting rod and two power pistons, the power connecting rod comprises a connecting rod base body and two linear rod parts, the linear rod parts extend in the first direction, the front end of each linear rod part is connected with one power piston, and the rear end of each linear rod part is fixedly connected with the connecting rod base body; the two linear rod parts are located on the two opposite sides of the connecting rod base body in the first direction, and the power sliding block is installed on the connecting rod base body in a sliding mode in the second direction. The linear rod part does not need to contain a bearing, rotation motion does not exist, the overall cross section is uniform or roughly uniform, standard sinusoidal motion / cosine motion is met, the size reduction design of the linear rod part and the air cylinder is facilitated, the compression ratio in the air cylinder is increased, the combustion efficiency is improved, the overall structure of the engine is more compact, and the needed engine cabin space is reduced. And the power-to-weight ratio and the acceleration performance of the vehicle can be improved.

Description

Technical Field

[0001] This utility model relates to the field of mechanical transmission technology, and in particular to a linkage transmission mechanism and a mirror engine. Background Technology

[0002] Traditional engines use a crankshaft and connecting rod mechanism to connect the piston and crankshaft. One end of the connecting rod is rotatably connected to the crankshaft via a bearing, while the other end is rotatably connected to the piston. Driven by the piston, the connecting rod rotates, causing the crankshaft and crankshaft to rotate. See Chinese Patent Publication No. CN221462733U for an example. The connecting rod includes a small end, a connecting rod body, and a large end connected in sequence. The large end and connecting rod cap enclose a bearing mounting hole for connection to the crankshaft. This means the width of the large end is at least greater than the outer diameter of the bearing, increasing its size. Furthermore, the large end is connected to the connecting rod cap via connecting rod bolts, requiring additional bolt mounting holes to further increase its size, leading to a larger transition area between the connecting rod body and the large end.

[0003] In the crankshaft and connecting rod mechanism of a traditional engine, the connecting rod undergoes both reciprocating linear motion with the piston and rotational motion with the crank, requiring a large amount of space. In addition, the connecting rod big end is large, and the transition area between the connecting rod body and the connecting rod big end is also large. Therefore, a large cylinder bore (diameter) is required to ensure sufficient radial space inside the cylinder to prevent the connecting rod from interfering (colliding) with the cylinder wall during movement.

[0004] However, with the engine displacement remaining constant, engines with large bores and short strokes are not conducive to improving fuel economy and compression ratio. Compression ratio is closely related to engine performance, and reasonably increasing the compression ratio can effectively improve fuel efficiency. Generally, a low compression ratio refers to a compression ratio below 10, while a high compression ratio is above 10. Utility Model Content

[0005] The purpose of this invention is to provide a connecting rod transmission mechanism and a mirror engine, aiming to solve the technical problem that the compression ratio of existing engines needs to be improved.

[0006] In a first aspect, this application provides a linkage transmission mechanism, which includes a power slider, a power connecting rod, and two power pistons. The power connecting rod includes a connecting rod base and two linear rod portions. The linear rod portions extend along a first direction, and the front end of each linear rod portion is connected to one of the power pistons. The rear end of each linear rod portion is fixedly connected to the connecting rod base. The two linear rod portions are located on opposite sides of the connecting rod base in the first direction. The power slider is slidably mounted on the connecting rod base along a second direction, wherein the first direction and the second direction are perpendicular.

[0007] In a second aspect, the application provides a mirror engine, which comprises a crankshaft, a torque cancellation device, two cylinders and the connecting rod transmission mechanism as described in any one of the preceding embodiments, 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 web; the first direction, the second direction and the third direction are perpendicular to each other;

[0008] The power slider is rotatably mounted on the crank web, and each power piston is slidably arranged in one cylinder along the first direction.

[0009] The torque cancellation device comprises a torque cancellation mass, which reciprocates along 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 connecting rod transmission mechanisms.

[0010] The beneficial effects of the connecting rod transmission mechanism and the mirror image engine provided by the utility model are that: the rear end part of the straight line rod part is fixedly connected with the connecting rod base body, and no bearing is needed between the two, that is, the size of the rear end part and the cylinder can be reduced in design; the front end part of the straight line rod part is connected with the power piston, the straight line rod part makes reciprocating linear motion in the cylinder along the first direction with the power piston, and there is no rotating motion, the cylinder does not need to increase the cylinder diameter to leave out the rotating space, the cylinder does not interfere with the straight line rod part, and the size of the cylinder is conducive to the size reduction design; the shape of the straight line rod part is linear, and the overall cross section is uniform or approximately uniform, under the condition of meeting the same structural strength requirement, the size of the straight line rod part with the uniform cross section can be reduced in design, the cylinder diameter accommodates the straight line rod part with the uniform cross section, the internal space of the cylinder is fully utilized, and the compression ratio of the cylinder is improved; the power slider is assembled on the crankshaft and makes circular motion, the power piston and the power connecting rod are the partial motion of the circular motion in the first direction, the displacement, speed, acceleration and jerk of the power piston and the power connecting rod all conform to the standard sinusoidal motion / cosine motion, the dynamic load borne by the straight line rod part is smaller than that of the traditional connecting rod, the stress concentration points are also fewer, the reliability problems caused by fatigue fracture and other faults are reduced, the size of the straight line rod part is conducive to the size reduction design, and further, the cylinder diameter is conducive to the further size reduction design, meanwhile, the compact structure also helps to reduce the vibration and noise and improve the overall durability of the engine; based on this, under the condition that the engine displacement is unchanged, the size reduction of the cylinder diameter can correspondingly increase the stroke of the power piston, the longer piston stroke means that in the compression stroke, the first aspect can increase the compression ratio in the cylinder, which helps to more fully utilize the energy of the fuel, improves the combustion efficiency, and further improves the thermal efficiency and power output of the engine; the second aspect can reduce the loss of unburned fuel, thereby reducing the fuel consumption and improving the fuel economy; the third aspect, the smaller cylinder diameter means that the contact area between the power piston and the cylinder wall is reduced, which is conducive to reducing the friction therebetween. In this way, the size reduction of the cylinder diameter and the power connecting rod solves the technical problem that the compression ratio of the existing engine needs to be improved, can make the overall structure of the engine more compact, reduces the required engine compartment space, and helps to improve the power-to-weight ratio and acceleration performance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the utility model, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only some embodiments of the utility model, and for those skilled in the art, other drawings can also be obtained without creative labor under the premise of these drawings.

[0012] Figure 1 The assembly schematic view of the connecting rod transmission mechanism and the cylinder provided by the utility model embodiment is shown in the figure.

[0013] Figure 2 isFigure 1 Sectional view along line AA;

[0014] Figure 3 This is a schematic diagram comparing the displacement of a power piston and a conventional piston.

[0015] Figure 4 A schematic diagram comparing the speeds of a power piston and a conventional piston;

[0016] Figure 5 A schematic diagram comparing the acceleration of a powered piston and a conventional piston;

[0017] Figure 6 A schematic diagram comparing the abrupt changes of a power piston and a conventional piston;

[0018] Figure 7 A schematic diagram of the power link of the linkage transmission mechanism provided in this embodiment of the utility model;

[0019] Figure 8 This is a schematic cross-sectional view of the power link of a linkage mechanism;

[0020] Figure 9 Schematic diagrams of eight cross-sections of the power link in a linkage mechanism;

[0021] Figure 10 An exploded view of the linkage transmission mechanism provided for an embodiment of this utility model;

[0022] Figure 11 This is a schematic diagram of the installation of the power piston in a linkage transmission mechanism;

[0023] Figure 12 This is a schematic diagram of the lubrication of the power slider in a linkage transmission mechanism.

[0024] Figure 13 This is a schematic diagram of the mirror engine provided in this embodiment;

[0025] Figure 14 This is another structural schematic diagram of the mirror engine provided in this embodiment;

[0026] Figure 15 for Figure 1 A schematic diagram of the first structure of the torque elimination device for the mirror engine in the image;

[0027] Figure 16 for Figure 1 A schematic diagram of the second structure of the torque elimination device for the mirror engine in the image;

[0028] Figure 17 for Figure 1 A schematic diagram of the third structure of the torque elimination device for the mirror engine in the image;

[0029] Figure 18 Fig. 2 is a schematic view of the assembly of the first rotating wheel and the moment-eliminating pin of the moment-eliminating device in Fig. 1; Figure 1 Fig. 2 is a schematic view of the assembly of the first rotating wheel and the moment-eliminating pin of the moment-eliminating device in Fig. 1;

[0030] Figure 19 Fig. 2 is a schematic view of the assembly of the first rotating wheel and the moment-eliminating pin of the moment-eliminating device in Fig. 1; Figure 18 Fig. 2 is a schematic view of the assembly of the first rotating wheel and the moment-eliminating pin of the moment-eliminating device in Fig. 1;

[0031] In the drawings, like reference numerals refer to like elements throughout.

[0032] X, first direction; Y, second direction; Z, third direction;

[0033] 10, crankshaft; 11, crank; 12, axis; 13, rotating track; 14, cylinder;

[0034] 20, connecting rod transmission mechanism; 21, lubricating layer; 22, power slider; 221, third flow channel; 23, power connecting rod; 231, connecting rod base body; 232, straight rod part; 233, front end part; 234, rear end part; 235, first sliding groove; 236, straight guide rail; 24, power piston; 241, clamping groove; 25, piston pin; 26, power bearing; 261, oil hole; 262, first flow channel; 263, second flow channel; 264, first sub-flow channel; 265, second sub-flow channel; 27, clamping ring;

[0035] 30, moment-eliminating device; 31, moment-eliminating mass; 311, second sliding groove; 32, first rotating wheel; 33, second rotating wheel; 34, moment-eliminating slider; 341, slider track; 35, moment-eliminating pin; 36, moment-eliminating bearing; 371, synchronous belt; 372, transmission gear; 38, moment-eliminating guide rail; 39, rolling body. DETAILED DESCRIPTION

[0036] Embodiments of the present application are described in detail below with reference to the attached drawing figures, wherein like reference numerals refer to like elements or elements with similar functions throughout the description of the drawing figures. The embodiments described below are examples of embodiments that are intended to explain the present application, and should not be understood as limiting the present application.

[0037] Reference throughout this 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. Thus, the appearances of the phrase "in one embodiment" or "in some embodiments" in various places throughout this 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.

[0038] In the description of the utility model, it is understood that the directions or position relations indicated by the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like are the directions or position relations shown based on the drawings, and are only for the convenience of describing the utility model and simplifying the description, and thus cannot be understood as indicating or implying that the devices or elements indicated must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be understood as limiting the utility model.

[0039] In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features.

[0040] In the utility model, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, can be fixedly connected, or can be detachably connected, or integrated; can be mechanically connected, or electrically connected; can be directly connected, or indirectly connected through an intermediate medium; can be the communication or interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0041] Embodiment one

[0042] In combination Figure 1 And Figure 2 The connecting rod transmission mechanism 20 provided by the application comprises a power slide 22, a power connecting rod 23 and two power pistons 24. The power connecting rod 23 comprises a connecting rod base body 231 and two straight rod portions 232, the straight rod portions 232 extend along a first direction X, the front end portion 233 of each straight rod portion 232 is connected with a power piston 24, the rear end portion 234 of the straight rod portion 232 is fixedly connected with the connecting rod base body 231, the two straight rod portions 232 are located on opposite sides of the connecting rod base body 231 in the first direction X, the power slide 22 is slidably installed on the connecting rod base body 231 along a second direction Y, and the first direction X and the second direction Y are perpendicular.

[0043] In the embodiment, the rear end part 234 of the straight rod part 232 is fixedly connected with the connecting rod base 231, and no bearing is required to be accommodated therebetween, that is, the size of the rear end part 234 can be reduced in design, and the cylinder diameter of the cylinder 14 can be correspondingly reduced in design. The front end part 233 of the straight rod part 232 is connected with the power piston 24, and the straight rod part 232 reciprocates linearly in the cylinder 14 along the first direction X with the power piston 24, and the straight rod part 232 does not rotate, and the cylinder 14 does not need to be increased in diameter to leave a space for the rotation of the straight rod part 232, and the cylinder 14 does not interfere with the straight rod part 232, which is beneficial to further reduce the size of the cylinder 14 in design.

[0044] In the embodiment, the shape of the straight rod part 232 is linear, and the overall cross section is uniform or substantially uniform. Under the same structural strength requirement, the size of the straight rod part 232 with a uniform cross section can be reduced in design, the cylinder 14 accommodates the straight rod part 232 with a uniform cross section, the internal space of the cylinder 14 is fully utilized, compact cooperation helps to reduce vibration and noise, and improves the overall durability of the engine; the cylinder 14 with the same diameter can allow the straight rod part 232 to have a larger stroke in the first direction X, the force arm of the power connecting rod 23 to the crankshaft 10 is larger in the working stroke, the torque generated on the crankshaft 10 is larger, and the power performance of the engine is improved. Moreover, the stroke of the straight rod part 232 is increased, which is beneficial to improve the compression ratio and thermal efficiency of the mirror image engine, efficiently convert the energy generated by the combustion of the mixed gas in the cylinder 14 into mechanical energy in the working phase, and improve the power performance and economy of the mirror image engine, achieving the effect of energy saving and emission reduction.

[0045] In the embodiment, in combination with Figure 1 , Figure 2 and Figure 13 , the power slider 22 is installed on the crankshaft 10, and the power slider 22 moves in a plane along the rotation track 13 with the crank 11. The power connecting rod 23 is responsible for transmitting the gas pressure generated after the fuel in the cylinder 14 is combusted to the crankshaft 10 and outputting power to the outside. Taking the connecting rod transmission mechanism 20 close to the positive direction of the third direction Z as an example, the plane motion of the power slider 22 can be decomposed into linear motion 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 power slider 22 to the axis 12 of the crankshaft 10, which is a constant; φ is the angle between the line connecting the center of the power slider 22 to the axis 12 and the horizontal plane, or the rotation angle of the power slider 22 relative to the xoz plane, which is a variable and takes a value in the range of 0-2π. The power piston 24 and the power connecting rod 23 move linearly in the first direction X (see Figure 3), the position of the power slider 22 in the first direction X, i.e. x = r * (1-cosφ), the first derivative, the second derivative and the third derivative of the displacement expression can obtain the velocity (see Figure 4 ), the acceleration (see Figure 5 ) and the jerk (see Figure 6 ) of the power piston 24 and the power connecting rod 23, which are all monomial sine / cosine functions, the influencing factors are single, the mechanism is simple and reliable, there are no sine / cosine polynomial functions, no second-order reciprocating inertial force, and the power output is stable. In other words, the linear motion part of the connecting rod transmission mechanism 20 only generates first-order reciprocating inertial force, and does not generate second-order reciprocating inertial force.

[0046] 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 the value range is 0-2π. Similarly, the first derivative, the second derivative and the third derivative of the expression can obtain the velocity, the acceleration and the jerk of the traditional piston. The high-speed reciprocating swing of the traditional connecting rod around the traditional piston inevitably generates a lateral pressure on the traditional piston, which causes the traditional piston group to move horizontally and rotate in the cylinder 14, which not only complicates the design and manufacture of the internal combustion engine, but also causes the internal combustion engine to vibrate, which is one of the main vibration sources and noise sources of the engine; secondly, the friction and wear between the traditional piston and the cylinder 14 wall cause a large amount of energy loss, affect the economy and power of the engine, and seriously endanger the service life and reliability of the engine; thirdly, the connecting rod small end moves linearly around the traditional piston, the connecting rod big end rotates around the crankshaft 10, and the connecting rod as a whole moves at variable speed, so the multi-order inertial force generated during the movement of the connecting rod cannot be effectively balanced, which is another source of engine vibration and noise; fourthly, the engine gas pressure cannot form torque with the optimal force arm.

[0047] 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.

[0048] Further analysis shows that, in combination with Figure 3 , the power connecting rod 23 provided by the present application moves in a pure cosine / sine motion, 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 part is lower, and more chemical energy is used for output torque.

[0049] In combination withFigure 4 When the rotation angle of the abscissa is a multiple of 180°, the power piston 24 moves away from the top dead center position more slowly, i.e. the engine has a lower cylinder 14 volume change rate near the top dead center position, maintains a higher charge density of the gas state, helps the combustion flame front to spread, facilitates full combustion, facilitates environmental protection emissions, and facilitates full conversion of chemical energy into mechanical energy. When the rotation angle of the abscissa is a multiple of 2π, the power piston 24 moves closer to the bottom dead center position more slowly, which helps to prevent knocking and facilitates the use of low-grade fuel under the premise of high compression ratio. Compared with a conventional crank and connecting rod mechanism engine with the same cylinder diameter and stroke, the power piston 24 has a lower speed after the top dead center, and the volume difference of the cylinder 14 reaches a peak between 10% and 20% between the top dead center and the bottom dead center.

[0050] 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 When the power slider 22 is at the middle position of the connecting rod base body 231, it is on the x-axis with the power piston 24, the force arm is 0, the mixture is ignited, the gas pressure in the cylinder 14 rapidly increases, and the jerk of the power piston 24 is maximum, but at this time the force arm of the power connecting rod 23 to the crankshaft 10 is minimum. When the power slider 22 moves to the top / bottom dead center, the power piston 24 moves half the stroke, and at this time although the force arm is maximum, the gas pressure has already decreased by more than half. In this way, the power piston 24 has less impact and is smoother, which facilitates the connecting rod transmission mechanism 20 and the mirror image engine to obtain better NVH performance.

[0051] In addition, since the displacement, speed, acceleration and jerk of the power piston 24 and the power connecting rod 23 all conform to the standard sinusoidal motion / cosine motion, the dynamic load borne by the straight rod portion 232 is smaller than that of the traditional connecting rod, the stress concentration points are also fewer, the reliability problems caused by fatigue fracture and the like are reduced, and the strength requirement of the straight rod portion 232 is facilitated to be reduced, i.e. the sizes of the straight rod portion 232, the cylinder 14, the power piston 24 and the like can be designed to be smaller, the cylinder 14 can be designed to be thin-walled, and the power piston 24 and the power connecting rod 23 can be designed to be lightweight, so as to realize the lightweight of the connecting rod transmission mechanism 20 and reduce the reciprocating inertia force. At the same time, the transition area between the straight rod portion 232 and the connecting rod base body 231 bears less force, and does not need to adopt a large circular arc transition design.

[0052] In summary, under the premise of unchanged engine displacement, reducing the cylinder 14 bore can correspondingly increase the stroke of the power piston 24. Longer piston stroke means that the power piston 24 reaches the inside of the cylinder 14 in the compression stroke. The first aspect can increase the compression ratio in the cylinder 14, which helps to make more full use of the energy of the fuel, improves the combustion efficiency, and further improves the thermal efficiency and power output of the engine. The second aspect has a sinusoidal motion characteristic, which can reduce the loss of unburned fuel, thereby reducing fuel consumption and improving fuel economy. The third aspect, the smaller cylinder 14 bore means that the contact area between the power piston 24 and the cylinder wall 14 is reduced, which helps to reduce the friction between them.

[0053] In some embodiments, in combination with Figure 2 and Figure 7 , the two straight rod portions 232 are symmetrically distributed about the center of the connecting rod base 231. Specifically, the two straight rod portions 232 are connected to the middle position of the connecting rod base 231 in the second direction Y. The two straight rods are mirror image arranged about the connecting rod base 231. In this way, the two power pistons 24 are coaxially mirror image symmetrically arranged, which fundamentally solves the problem of weak strength of the single-piston connecting rod sliding surface and the multi-piston horizontal torsional vibration.

[0054] In some embodiments, in combination with Figure 2 and Figure 7 , the rear end portion 234 is connected to the connecting rod base 231 with a fillet transition. The fillet transition can effectively disperse and alleviate the stress concentration phenomenon generated at the connection, improve the fatigue strength and durability of the power connecting rod 23, and does not need to deal with larger concentrated stress by increasing the size of the rear end portion 234, which is conducive to the size reduction design of the straight rod portion 232 and the cylinder 14.

[0055] In some embodiments, the engine equipped with the connecting rod transmission mechanism has a high compression ratio, which effectively improves the specific fuel consumption.

[0056] In one of the embodiments, in combination with Figure 2 and Figure 7 , the diameter of the fillet between the rear end portion 234 and the connecting rod base 231 is 50% to 180% of the diameter of the straight rod portion 232. On the one hand, the diameter of the fillet is greater than or equal to 50% of the diameter of the straight rod portion 232, which avoids the formation of sharp corners in the rear end portion 234 and avoids the formation of too high local stress at the connection, which helps to better disperse the stress at the connection and improve the fatigue strength and durability of the entire power connecting rod 23. On the other hand, the diameter of the fillet is less than or equal to 180% of the diameter of the straight rod portion 232, which avoids the interference between the large fillet transition size and the cylinder wall 14.

[0057] Optionally, the diameter of the rounded corner is 120% to 150% of the diameter of the straight rod portion 232. For example, the diameter of the rounded corner is 120%, 130%, 140%, or 150% of the diameter of the straight rod portion 232.

[0058] In the embodiment, the first direction X, the second direction Y, and the third direction Z are perpendicular to each other.

[0059] In some embodiments, the dimension of the straight rod portion 232 in the third direction Z is close to the dimension of the connecting rod base 231 in the third direction Z.

[0060] In one of the embodiments, the dimension of the straight rod portion 232 in the third direction Z is 80% to 120% of the dimension of the connecting rod base 231 in the third direction Z, which ensures that the dimension of the straight rod portion 232 in the third direction Z is close to the dimension of the connecting rod base 231 in the third direction Z, enhances the connection strength between the straight rod portion 232 and the connecting rod base 231, avoids redundancy of the dimension of a component in the third direction Z at the connection, and improves the compactness of the power connecting rod 23 in the three-dimensional space.

[0061] Optionally, in the third direction Z, the dimension of the straight rod portion 232 is 80%, 90%, 100%, 110%, or 120% of the dimension of the connecting rod base 231.

[0062] In one of the embodiments, the dimension of the straight rod portion 232 in the second direction Y is 8% to 20% of the dimension of the connecting rod base 231 in the second direction Y. Since the power slider 22 is slidably arranged in the connecting rod base 231 along the second direction Y, the dimension of the connecting rod base 231 in the second direction Y is relatively large. The scheme limits the dimension of the straight rod portion 232 in the second direction Y to be less than or equal to 20% of the dimension of the connecting rod base 231, which is beneficial to reducing the dimension of the straight rod portion 232 and helps to reduce the inertia force in the movement process and the cylinder diameter of the cylinder 14. At the same time, the scheme limits the dimension of the straight rod portion 232 in the second direction Y to be greater than or equal to 8% of the dimension of the connecting rod base 231, which avoids unstable structure transition at the connection between the two, and further avoids stress concentration.

[0063] Optionally, in the second direction Y, the dimension of the straight rod portion 232 is 8%, 10%, 12%, 15%, 18%, or 20% of the dimension of the connecting rod base 231.

[0064] In one of the embodiments, the straight rod part 232 and the connecting rod base 231 are integrally formed, which improves the integrity of the power connecting rod 23, avoids the existence of connecting gaps and connecting stress between the two, avoids assembly errors, and comprehensively improves the structural strength of the power connecting rod 23, so that the connecting rod base 231 and the straight rod part 232 do not produce obvious deformation during work. Due to the improvement of strength and rigidity, the straight rod part 232 and the cylinder 14 can be further designed to be smaller.

[0065] In one of the embodiments, the straight rod part 232 and the connecting rod base 231 are welded, threadedly connected, or interference-fitted, and none of them needs to use a connecting rod bolt, so that the size of the rear end part 234 does not need to be increased to set a screw hole, which is beneficial to the design of the straight rod part 232 and the cylinder 14 to be smaller, and the welding, thread connection, and interference fitting can ensure the close connection between the straight rod part 232 and the connecting rod base 231, and reduce the strength reduction caused by loose or broken connection.

[0066] In one of the embodiments, compared with the traditional connecting rod big head which needs to be installed with a bearing and a fastener, the straight rod part 232 and the connecting rod base 231 are connected by a fastener, and the size of the rear end part 234 is still smaller than that of the traditional connecting rod big head, which is beneficial to the design of the straight rod part 232 and the cylinder 14 to be smaller. Moreover, the fastener can facilitate the assembly and disassembly of the straight rod part 232 and the connecting rod base 231, which helps to reduce the assembly difficulty and maintenance cost.

[0067] In some embodiments, in combination with Figure 2 and Figure 7 the inside of the connecting rod base 231 has a first sliding groove 235 extending in the second direction Y, and the power sliding block 22 is slidingly arranged in the first sliding groove 235. The first sliding groove 235 provides an accurate guide path for the power sliding block 22, ensuring that it can maintain a stable and non-deviated motion state during sliding.

[0068] In one of the embodiments, in combination with Figure 2 and Figure 7 the groove wall of the first sliding groove 235 has a linear guide rail 236, and the power sliding block 22 is slidingly arranged in the linear guide rail 236. The linear guide rail 236 enhances the support of the base on the power sliding block 22, and the cooperation between the linear guide rail 236 and the power sliding block 22 can reduce the vibration caused by friction and clearance, and improve the transmission efficiency.

[0069] Specifically, the linear guide rail 236 is integrally formed on the groove wall of the first sliding groove 235.

[0070] Specifically, the number of linear guide rails 236 is two, and the two linear guide rails 236 are arranged on the two groove walls of the first sliding groove 235 in the first direction X.

[0071] In some embodiments, in combination withFigure 7 and Figure 8 The power connecting rod 23 is subjected to periodic alternating loads during operation, and is prone to fatigue fracture. The cross-sectional shape of the connecting rod body 231 and / or the straight rod portion 232 in the direction perpendicular to the first direction X is a H-shaped cross-section. Compared with an I-shaped connecting rod, the strength and rigidity of the connecting rod body 231 and / or the straight rod portion 232 are improved, and the power connecting rod 23 can be prevented from being significantly deformed when transmitting power.

[0072] The middle portion of the connecting rod body 231 has a first sliding groove 235, and the connecting rod body 231 has a rod portion on both sides of the first sliding groove 235 in the second direction Y. The cross-sectional shape of the connecting rod body 231 in the direction perpendicular to the first direction X refers to the cross-sectional shape of the rod portion in the direction perpendicular to the first direction X.

[0073] It can be understood that, in other embodiments, in combination with Figure 7 and Figure 9 The cross-sectional shape of the connecting rod body 231 and / or the straight rod portion 232 in the direction perpendicular to the first direction X is an I-shaped cross-section, a quadrilateral cross-section, a circular cross-section, an elliptical cross-section, a circular ring cross-section, or an elliptical ring cross-section. The connecting rod body 231 and / or the straight rod portion 232 with an I-shaped cross-section has better bending resistance when subjected to bending loads. The connecting rod body 231 and / or the straight rod portion 232 with a quadrilateral cross-section has a simple shape and is easy to manufacture and process. Under the same cross-sectional shape and the same torque, the maximum shear stress of the connecting rod body 231 and / or the straight rod portion 232 with a circular cross-section is the smallest, and the torsion angle is smaller than that of a non-circular cross-section. The connecting rod body 231 and / or the straight rod portion 232 with an elliptical cross-section can provide a strong and weak axis under one-way bending, which is beneficial to fully utilize the strength of the material and save the material. The connecting rod body 231 and / or the straight rod portion 232 with a circular ring cross-section or an elliptical ring cross-section has reasonable support stress performance, can uniformly distribute loads, and improves the stability of the overall structure.

[0074] In some embodiments, in combination with Figure 7 The size of the straight rod portion 232 in the first direction X is 4 to 7 times the outer diameter of the straight rod portion 232. On the one hand, by increasing the size of the straight rod portion 232 in the first direction X, which is greater than or equal to 4 times the outer diameter of the straight rod portion 232, the stroke of the straight rod portion 232 and the power piston 24 is increased, and the compression ratio of the cylinder 14 is increased. On the other hand, the size of the straight rod portion 232 in the first direction X is limited to be less than or equal to 7 times the outer diameter of the straight rod portion 232, so as to avoid that the straight rod portion 232 is too thin, and the straight rod portion 232 has good bending resistance when subjected to bending loads.

[0075] Optionally, the size of the straight rod portion 232 in the first direction X is 4, 5, 6, or 7 times the outer diameter of the straight rod portion 232.

[0076] In some embodiments, combined with Figure 10 The linkage transmission mechanism 20 also includes a power bearing 26, which is installed in the power slider 22, so that the power slider 22 is rotatably installed on the crankshaft 10, thereby reducing the friction between the power slider 22 and the crankshaft 10.

[0077] In one embodiment, combined Figure 10 and Figure 12 The power bearing 26 has an oil hole 261 in its center. The design of the oil hole 261 allows for precise delivery of lubricating oil to the power bearing 26, significantly reducing friction and wear between the power slider 22 and the power bearing 26, as well as between the power bearing 26 and the crankshaft 10. The inner ring of the power bearing 26 forms the oil hole 261, and the crank 11 is fixedly inserted into the oil hole 261. Lubricating oil enters the power bearing 26 from the gap between the crank 11 and the inner ring of the power bearing 26.

[0078] Specifically, in combination Figure 12 A lubrication layer 21 is provided between the power slider 22 and the connecting rod base 231. During the ignition / power stroke, the thrust in the first direction X is large, and the lubrication layer 21 achieves hydrodynamic lubrication or elastohydrodynamic lubrication to reduce friction and wear, thereby improving the overall efficiency and service life of the engine.

[0079] Optionally, combined Figure 12 The power bearing 26 has a first flow channel 262 distributed radially and a second flow channel 263 distributed circumferentially along its surface. The first flow channel 262 is connected to an oil hole 261. The first flow channel 262 rotates with the crankshaft 10 to connect with or disconnect from the second flow channel 263. The first flow channel 262 guides the lubricating fluid flowing out of the oil hole 261 to the second flow channel 263 on the surface of the power bearing 26, achieving a hydrodynamic lubrication effect.

[0080] Specifically, the power slider 22 has a third flow channel 221, which is connected to the second flow channel 263 and the lubrication layer 21. When the power bearing 26 rotates, the second flow channel 263 guides the flow of lubricating fluid, establishes a stable lubrication layer 21, provides sufficient lubricating oil, and achieves reliable lubrication, preventing the lubrication layer 21 from potentially rupturing and causing direct contact between rough peaks. The lubricating oil further flows through the third flow channel 221 to the lubrication layer 21, so that the lubricating fluid overflowing from the surface of the power slider 22 from the third flow channel 221 quickly spreads on the surface of the friction pair, especially in the far-end area away from the oil hole 261, reducing frictional wear between the power slider 22 and the connecting rod base 231. Based on this, since the third flow channel 221 can supply sufficient lubricating oil, there is no need to open a large-sized oil groove on the surface of the power slider 22, avoiding a reduction in the structural strength of the power slider 22 and also avoiding an increase in the surface roughness of the power slider 22.

[0081] The connecting rod base 231 is in linear reciprocating motion, and the friction pairs between the power slider 22 and the connecting rod base 231 reciprocate along with the sliding direction and the load changes sharply. Based on the motion law of the connecting rod base 231, the power slider 22 and the connecting rod base 231 are only subjected to force on one side at the same time, that is, only one side of the power slider 22 and the inner surface of the connecting rod base 231 are in close contact to form a friction pair at the same time.

[0082] Optionally, the second flow channel 263 is in the shape of a cross in communication with the outer surface of the power bearing 26, expanding the lubrication area.

[0083] The lubricating oil in the second flow channel 263 may be unevenly distributed and easily flow out. The power slider 22 is in up-down reciprocating motion, and the change of direction and speed affects the stability of the lubricating layer 21. The power slider 22 has two friction surfaces, and the two friction surfaces alternately form friction pairs with the connecting rod base 231 in one rotation cycle, that is, any one of the friction surfaces of the power slider 22 is not constant as a friction pair. This alternating characteristic causes the lubricating layer 21 to rapidly break down and fail 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.

[0084] Optionally, in combination with Figure 12 The outer ring of the power bearing 26 is fixed to the power slider 22, and the second flow channel 263 of the outer ring of the power bearing 26 includes a first sub-flow channel 264 and a second sub-flow channel 265, and the first sub-flow channel 264 and the second sub-flow channel 265 are located on opposite sides of the outer ring of the power bearing 26 in the first direction X, respectively. The first sub-flow channel 264 is located in the positive direction of the first direction X compared with the second sub-flow channel 265. The second flow channel 263 is always in communication with the third flow channel 221. The inner ring of the power bearing 26 rotates synchronously with the outer ring relative to the crankshaft 10, and when the power connecting rod 23 slides in the positive direction of the first direction X, the first flow channel 262 is in communication with the first sub-flow channel 264 and disconnected from the second sub-flow channel 265; when the power connecting rod 23 slides in the negative direction of the first direction X, the first flow channel 262 is in communication with the second sub-flow channel 265 and disconnected from the first sub-flow channel 264. Based on this, in combination with the sinusoidal motion law of the power connecting rod 23, the first flow channel 262 alternately communicates with the first sub-flow channel 264 and the second sub-flow channel 265, so that the lubricating oil is concentratedly supplied to one side of the power slider 22 and the power connecting rod 23 that are in friction, realizing targeted supply of lubricating oil. The supply of lubricating oil is increased on the side where the friction pair occurs, effectively reducing friction and wear. While ensuring reliable lubrication, excessive oil pumping loss is avoided and efficiency is reduced.

[0085] In this embodiment, in combination with Figure 9The straight rod portion 232 can be solid or hollow. When the straight rod portion 232 is hollow, the hollow structure is used for lubricating oil circulation to achieve heat dissipation function, ensure that the straight rod portion 232 can maintain appropriate working temperature under high frequency and high load working conditions, prevent performance degradation or damage caused by overheating, and help to reduce the thermal load of the straight rod portion 232 to prevent failure. In addition, when the crankshaft 10 case blow-by occurs, the hollow structure can reduce the airflow disturbance in the crankshaft 10 case caused by the movement of the power connecting rod 23, which is beneficial to the normal work of the ventilation system in the crankshaft 10 case.

[0086] Optionally, the power connecting rod 23 has an oil feeding channel 237 in communication with the lubricating layer 21. In other words, the connecting rod base body 231 and the straight rod portion 232 both have the oil feeding channel 237 and are in communication with each other.

[0087] In some embodiments, in combination with Figure 10 and Figure 11 The connecting rod transmission mechanism 20 further comprises a piston pin 25 and two snap rings 27. The front end portion 233 has a through pin hole, the two ends of the power piston 24 respectively have snap grooves 241, the two snap rings 27 are respectively snap-fitted in the two snap grooves 241, and the piston pin 25 is arranged in the pin hole and abuts against the two snap rings 27 at both ends to limit the piston pin 25. Specifically, the power piston 24 is rotatably connected with the straight rod portion 232, is connected by the piston pin 25 and can move along the axial direction of the piston pin 25, eliminates the strong movement constraint between the power connecting rod 23 and the cylinder 14, makes the power connecting rod 23 in a self-adapting and self-balancing floating state, solves the problem that the two mirror-opposed cylinders 14 and the axis 12 of the crankshaft 10 are not perpendicular due to thermal expansion of the cylinder 14 or bending and torsional deformation of the crankshaft 10, reduces the machining and assembly precision requirements, and greatly prolongs the service life.

[0088] In one of the embodiments, the power slider 22 is rotatably installed on the connecting rod journal of the crank 11 through the power bearing 26. The power slider 22 moves in the plane xoy along with the rotation of the crankshaft 10, can be decomposed into linear reciprocating motion in the first direction X and linear reciprocating motion in the first sliding groove 235 in the second direction Y, 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 reciprocating swing around the piston pin 25, thereby improving the efficiency of power transmission.

[0089] Embodiment two

[0090] To simplify the drawing, Figure 13 and Figure 14 Only the straight rod portion 232 is shown, and the outer diameter of the straight rod portion 232 does not change substantially along the first direction X.

[0091] In combination Figure 13 and Figure 14 , the application provides a mirror engine, the mirror engine comprising a crankshaft 10, a moment elimination device 30, two cylinders 14 and the connecting rod transmission mechanism 20 of any one of embodiment one, the length direction of the crankshaft 10 is consistent with the third direction Z, the crankshaft 10 rotates around the third direction Z, and the crankshaft 10 comprises at least one crank web 11. In other words, the number of the crank webs 11 can be one, two or more than two, which is not specifically limited here. The first direction X, the second direction Y and the third direction Z are perpendicular to each other. The power slider 22 is rotatably installed on the crank web 11, and one power slider 22 corresponds to one crank web 11. That is, the number of the crank webs 11 is greater than or equal to the number of the connecting rod transmission mechanisms 20, and each crank web 11 can be installed with one connecting rod transmission mechanism 20, or part of the crank webs 11 are installed with the connecting rod transmission mechanisms 20 and part of the crank webs 11 are idle. Generally, the number of the crank webs 11 is equal to the number of the connecting rod transmission mechanisms 20, and one-to-one correspondence. Each power piston 24 is slidably arranged in one cylinder 14 along the first direction X.

[0092] The moment elimination device 30 comprises a moment elimination mass 31, which reciprocates along the first direction X under the drive of the crankshaft 10, and the inertial moment generated by the moment elimination mass 31 on the engine body is opposite to the inertial moment generated by all the connecting rod transmission mechanisms 20 on the engine body.

[0093] Please continue to refer to Figure 13 For a four-cylinder horizontal mirror engine, since the phase angles of the two crank webs 11 are 180° apart, the first-order reciprocating inertial forces F1 acting on the two crank webs 11 are equal in size and opposite in direction, and can be mutually cancelled. The two first-order reciprocating inertial forces F1 do not act on the same straight line, and generate an unbalanced moment M1 in the horizontal plane xoz formed by the first direction X and the third direction Z, which makes the mirror 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 will cause the vibration of the entire mirror engine.

[0094] The counterbalance mass 31 reciprocates along the first direction X under the drive of the crankshaft 10, and generates a first-order reciprocating inertial force F2 acting on the engine block. The two torque cancellation 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 an unbalanced torque M2 in the horizontal plane xoz in the first direction X and the third direction Z. The directions of M1 and M2 are opposite, which can reduce or offset the vibration of the single unbalanced torque M1, significantly improve the NVH performance of the mirror image engine, reduce the energy loss caused by vibration and unbalanced force, facilitate the mirror image engine to work more efficiently, output power more stably, and improve the overall performance and durability of the mirror image engine.

[0095] Specifically, the inertial torque generated by the counterbalance mass 31 is opposite in direction and equal in size to the inertial torque generated by all the connecting rod transmission mechanisms 20, thereby eliminating the inertial torque generated by the connecting rod transmission mechanism 20 and completely eliminating the vibration. Optionally, the displacement of the counterbalance mass 31 is the same size as the displacement of the power piston 24, which facilitates the simplification of the inertial torque balance calculation of the torque cancellation device 30 and the connecting rod transmission mechanism 20. For example, the phase angle of the displacement expression of the counterbalance mass 31 and the displacement expression of the power piston 24 is 180°, and other parameters are the same, thereby realizing equal size and opposite direction in the same plane, and greatly simplifying the selection of the counterbalance mass 31.

[0096] The mirror image engine provided by the present application can be a horizontal mirror image engine or a vertical mirror image engine, which is not specifically limited here. The number of cylinders of the mirror image engine can be two (i.e., a single connecting rod transmission mechanism 20), four (i.e., two connecting rod transmission mechanisms 20), and multiple (i.e., multiple connecting rod transmission mechanisms 20), which is not specifically limited here. The mirror image engine can be used in the 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 here.

[0097] Based on this, in the mirror image engine, the number of crankshafts 11 and the number of connecting rod transmission mechanisms 20 can be flexibly selected, and the torque cancellation device 30 can flexibly select its own parameters according to the inertial torque, thereby proposing the engine mirror image symmetry and modular design concept, realizing the interchangeability of parts, the superposition of cylinder numbers, and the flexible arrangement, greatly reducing the types of engine parts by 11% compared with the conventional design method, providing a solid foundation for the engine engineering, series design and manufacturing, and greatly reducing the difficulty of equipment type development and reducing the research and development cost and time.

[0098] 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 mirror image engine, improve the power density and overall performance of the mirror image engine, simplify the structure and control system of the mirror image 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 connecting rod transmission mechanism 20, facilitating separate installation and maintenance of the connecting rod transmission mechanism 20 and the torque cancellation device 30, improving the modular design of the mirror image engine, reducing maintenance cost and time, and improving the reliability and availability of the engine.

[0099] In some embodiments, in combination Figure 13 , 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 connecting rod transmission mechanism 20 is not conducive to ensuring the stability and reliability of the connecting rod transmission mechanism 20, ensuring smooth and efficient power transmission, and will affect the core performance of the engine. It can ensure that the mirror image 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 mirror image 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 connecting rod transmission mechanism 20, different models and specifications of the torque cancellation device 30 can be selected to generate different sizes and directions of torque M2, adapting to different engines and application scenarios.

[0100] In some embodiments, in combination Figure 13 , 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 torque generated by the torque cancellation mass 31 and the inertial torque generated by the adjacent connecting rod transmission mechanism 20 are in opposite directions, thereby effectively canceling or reducing the vibration caused by the reciprocating inertia force F1, while indicating the phase angle installation requirement of the torque cancellation slider 34.

[0101] In some embodiments, in combination Figure 14, the mounting phase angle of the counterbalance slider 34 is 180° different from the mounting phase angle of the adjacent power slider 22, so that the inertia force F2 generated by the counterbalance mass 31 and the inertia force Fl generated by the adjacent connecting rod transmission mechanism 20 are in opposite directions, thereby effectively counteracting or reducing the vibration caused by the reciprocating inertia force Fl, while indicating the phase angle installation requirement of the counterbalance slider 34. The directions of the inertia moments generated by the two counterbalance masses 31 are opposite, equal in size, and in the same plane, achieving inertia moment balance.

[0102] In some embodiments, in combination Figure 13 , the structure of each connecting rod transmission mechanism 20 is the same, on the one hand, reducing the types and installation difficulty of components, improving the symmetry and mirroring of the mirror image engine, and enabling the generated inertia forces to balance each other through a phase difference of 180°; on the other hand, it is beneficial to the smoothness of power output.

[0103] In some embodiments, in combination Figure 13 , the number of connecting rod transmission mechanisms 20 is even, and each connecting rod transmission mechanism 20 is installed on one crank 11, which is beneficial to the smoothness of the motion of the crankshaft 10 and the uniformity of the distribution of the connecting rod transmission mechanisms 20 in the length direction of the crankshaft 10, so that the engine has better symmetry in structure.

[0104] Specifically, the cranks 11 are equally spaced in the length direction of the crankshaft 10, and the phase angles of adjacent two cranks 11 are 180° different, and then after the connecting rod transmission mechanisms 20 are assembled to the cranks 11, the directions of the inertia forces generated by adjacent two connecting rod transmission mechanisms 20 are opposite, which is beneficial to the reduction or balance of the inertia forces.

[0105] Specifically, in combination Figure 13 , the structures of the connecting rod transmission mechanisms 20 are the same, and the inertia forces generated by each connecting rod transmission mechanism 20 are the same in size and 180° different in phase angle, so that the inertia forces generated by each pair of connecting rod transmission mechanisms 20 are balanced. For example, referring to Figure 13 , among the two connecting rod transmission mechanisms 20, one connecting rod transmission mechanism 20 generates Fl in the direction of the negative direction of the first direction X, and the other connecting rod transmission mechanism 20 generates Fl in the direction of the positive direction of the first direction X, achieving balance.

[0106] It can be understood that in other embodiments, the inertia forces generated by all the connecting rod mechanisms 20 are unbalanced, and the torque elimination devices 30 generate inertia forces balanced with the inertia forces. For example, the structures of the connecting rod mechanisms 20 are not necessarily all the same, or the phase angles of the connecting rod mechanisms 20 are not necessarily opposite to each other, the resultant inertia force generated by all the connecting rod mechanisms 20 is an inertia force F1 directed to the first direction X in a negative direction, one torque elimination device 30 can be used to generate an inertia force F2 directed to the first direction X in a positive direction, the directions of F1 and F2 are opposite, and the magnitudes are equal, to achieve balance; or two torque elimination devices 30 can be used to generate inertia forces F2 directed to the first direction X in a positive direction, F2 = 1 / 2*F1, to achieve inertia force balance.

[0107] In one of the embodiments, in combination with Figure 13 , 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 inertia forces generated by the two torque elimination devices 30 are balanced, so as to reduce stress concentration and vibration of engine parts, thereby improving the running stability of the engine.

[0108] In one of the embodiments, the inertia moments generated by all the connecting rod mechanisms 20 are balanced with the inertia moments generated by the two torque elimination devices 30, the vibration and noise generated by the engine during operation can be greatly reduced, the stress and wear of the parts are reduced, thereby prolonging the overall life of the engine.

[0109] In some embodiments, in combination with Figure 14 , the number of connecting rod mechanisms 20 is odd, and each connecting rod mechanism 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 inertia forces generated by the two torque elimination devices 30 are balanced with the inertia forces generated by all the connecting rod mechanisms 20, and the directions of the inertia forces generated by the two torque elimination devices 30 are the same. The inertia moments generated by the two torque elimination devices 30 are balanced.

[0110] For example, in combination with Figure 14 , one connecting rod mechanism 20 generates an inertia force F1 directed to the first direction X in a negative direction, and two torque elimination devices 30 generate inertia forces F2 directed to the first direction X in a positive direction, F2 = 1 / 2*F1, to achieve inertia force balance, and at the same time, no reciprocating inertia moment is generated.

[0111] In some embodiments, in combination with Figures 15 to 17, 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, the cancellation slider 34 is eccentrically arranged on the second rotating wheel 33, and the cancellation slider 34 is slidably installed on the cancellation mass block 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 linear reciprocating motion of the cancellation slider 34 and the cancellation mass block 31, and the linear motion conforms to the standard sine / cosine motion, the cancellation mass block 31 does not generate the second-order reciprocating inertia force, and vibration and noise are reduced.

[0112] In one of the embodiments, the cancellation mass block 31 has a second sliding groove 311 extending along the second direction Y, and the cancellation slider 34 is slidably arranged in the second sliding groove 311. The second sliding groove 311 defines that the cancellation slider 34 can reliably slide along the second direction Y, and the cancellation mass block 31 divided in parallel can reliably slide along the first direction X, and both conform to the standard sine / cosine motion.

[0113] In one of the embodiments, in combination with Figure 18 and Figure 19 , 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 of the cancellation slider 34 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 the friction and resistance between the cancellation slider 34 and the second rotating wheel 33 are reduced, thereby improving the efficiency of power transmission.

[0114] In one of the embodiments, in combination with Figure 13 and Figure 14 , the cancellation slider 34 makes linear reciprocating motion on the cancellation mass block 31, and there is sliding friction between them. The cancellation slider 34 bears the first direction X thrust transmitted to the cancellation mass block 31.

[0115] In some embodiments, the transmission ratio of the first rotating wheel 32 and the second rotating wheel 33 is 1:1, so that the rotational speed of the second rotating wheel 33 remains consistent with the crankshaft 10.

[0116] In one of the embodiments, in combination with Figure 15 , the first rotating wheel 32 and the second rotating wheel 33 are connected through a synchronous belt 371, the transmission ratio is accurate, and vibration and noise caused by transmission error are reduced.

[0117] In one of the embodiments, in combination with Figure 16 and Figure 17The first rotating wheel 32 and the second rotating wheel 33 are meshed together, with accurate transmission ratio, good stability and high reliability. The gear transmission can withstand large torque and load, improving the operating stability of the torque elimination device 30.

[0118] Optionally, the first rotating wheel 32 and the second rotating wheel 33 directly mesh, reducing intermediate components. Optionally, they are combined... Figure 17 The first rotating wheel 32 and the second rotating wheel 33 are meshed by the transmission gear 372, so that they rotate in the same direction.

[0119] In one embodiment, the first rotating wheel 32 and the second rotating wheel 33 are connected by a synchronous chain, which provides high transmission reliability and can transmit large power and torque.

[0120] The synchronous belt 371, the first rotating pulley 32, and the second rotating pulley 33 directly mesh with each other, and the synchronous chain has the functions of synchronous belt timing, gear timing, and chain timing, respectively, ensuring that the inertial force or inertial torque generated by the torque elimination device 30 is opposite in direction and equal in magnitude to the inertial force or inertial torque generated by all Scottish yoke transmission mechanisms, thereby reducing engine vibration.

[0121] In some embodiments, combined with Figure 13 The torque elimination device 30 also includes a torque elimination guide rail 38, which extends along a first direction X. The torque elimination mass block 31 is movably mounted on the torque elimination guide rail 38. The torque elimination guide rail 38 limits the linear reciprocating motion of the torque elimination mass block 31 in the first direction X, making the direction of the generated inertial force and inertial torque controllable, ensuring rapid response and elimination of unbalanced torque, and improving engine stability.

[0122] In one embodiment, combined with Figure 13 The torque-eliminating mass block 31 is rolled on the torque-eliminating guide rail 38 via the rolling element 39, which reduces the moving friction of the torque-eliminating mass block 31, reduces the frictional resistance and wear that may be caused by sliding friction, and improves the motion stability of the system.

[0123] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A linkage transmission mechanism, characterized in that: The linkage transmission mechanism includes a power slider, a power connecting rod, and two power pistons. The power connecting rod includes a connecting rod base and two linear rod portions. The linear rod portions extend along a first direction. The front end of each linear rod portion is connected to one of the power pistons, and the rear end of each linear rod portion is fixedly connected to the connecting rod base. The two linear rod portions are located on opposite sides of the connecting rod base in the first direction. The power slider is slidably mounted on the connecting rod base along a second direction. The first direction and the second direction are perpendicular. The connecting rod base has a first sliding groove extending along the second direction inside, and the power slider is slidably disposed in the first sliding groove; The first sliding groove has a linear guide rail on its groove wall, and the power slider is slidably disposed on the linear guide rail.

2. The linkage transmission mechanism according to claim 1, characterized in that: The rear end is connected to the connecting rod base with a rounded transition.

3. The linkage transmission mechanism according to claim 1, characterized in that: The engine equipped with the aforementioned linkage transmission mechanism has a high compression ratio.

4. The linkage transmission mechanism according to claim 1, characterized in that: The dimension of the straight rod section in the third direction is close to the dimension of the connecting rod base in the third direction.

5. The linkage transmission mechanism according to claim 1, characterized in that: The straight rod portion and the connecting rod base are integrally formed; or, the straight rod portion and the connecting rod base are welded, threaded, interference-fitted, or fastened together.

6. The linkage transmission mechanism according to claim 1, characterized in that: The cross-sectional shape of the connecting rod base and / or the straight rod portion perpendicular to the first direction is a king-shaped, I-shaped, quadrilateral, circular, elliptical, annular, or elliptical annular.

7. The linkage transmission mechanism according to any one of claims 1 to 6, characterized in that: The linkage transmission mechanism also includes a power bearing, which is installed through the power slider; the power bearing has an oil hole in the middle. And / or, the linkage transmission mechanism further includes a piston pin and two retaining rings, the front end of the linear rod has a through pin hole, the two ends of the power piston have retaining grooves respectively, the two retaining rings are respectively engaged in the two retaining grooves, the piston pin passes through the pin hole, and the two ends of the piston pin abut against the two retaining rings respectively.

8. A mirror-shaped engine, characterized in that: The mirror engine includes a crankshaft, a torque elimination device, two cylinders, and a connecting rod transmission mechanism as described in any one of claims 1 to 7. The length direction of the crankshaft is aligned with a third direction, and the crankshaft rotates about the third direction. The crankshaft includes at least one crankshaft crank. The first direction, the second direction, and the third direction are perpendicular to each other. The power slider is rotatably mounted on the crank, and each power piston is slidably disposed in one of the cylinders along the first direction; The torque elimination device includes a torque-eliminating mass block, which reciprocates along the first direction under the drive of the crankshaft. The inertial torque generated by the torque-eliminating mass block acting on the engine body is opposite in direction to the inertial torque generated by all the connecting rod transmission mechanisms acting on the engine body.

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