Opposed piston actuating mechanism integrated with compressed air piston

Abstract

The utility model relates to the technical field of engines, in particular to an opposed piston actuating mechanism integrated with a compressed air piston, which comprises an air cylinder assembly, the air cylinder assembly comprises a main air cylinder, an auxiliary air cylinder and a compressed air cylinder, a main piston is arranged in the main air cylinder, an auxiliary piston is arranged in the auxiliary air cylinder, and the compressed air piston is arranged in the compressed air cylinder; the main piston is driven by a reciprocating action mechanism and reciprocates in the horizontal direction; the auxiliary piston is connected and matched with the air compression piston, and the air compression piston synchronously acts and performs air inlet and air compression while the auxiliary piston reciprocates in the horizontal direction. The opposed piston executing mechanism drives the main piston and the auxiliary piston in the air cylinder assembly to act synchronously and drives the air compression piston and the auxiliary piston to act synchronously, so that the air compression air cylinder can suck and compress air autonomously and is used for air scavenging of the air cylinder assembly, an external compressor for air scavenging is omitted, structure simplification is facilitated, and cost is reduced.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, specifically to an opposed piston actuator with an integrated compressor piston. Background Technology

[0002] Compared to four-stroke engines, two-stroke engines have advantages such as high power-to-weight ratio, simple structure, reliability, and low cost. The earliest practical two-stroke engines used a single piston in a cylinder, driven by a crankshaft connecting rod mechanism located on one side of the cylinder. The intake and exhaust ports were located near the bottom dead center of the cylinder, and the piston's up-and-down movement opened or closed the intake and exhaust ports to complete the scavenging function and realize the two-stroke cycle. Due to the lubrication and curved scavenging method, this type of engine had disadvantages such as oil burning, fuel waste caused by the air-fuel mixture being discharged with the scavenging air, and incomplete scavenging. To overcome these disadvantages, as early as the late 19th century, Hugo Junkers practically invented a two-stroke opposed piston engine, which was different from traditional two-stroke and four-stroke internal combustion engines. The main advantage of this type of engine is the elimination of the cylinder head. Its structural features are: two pistons share one cylinder, arranged symmetrically from top to bottom. The two pistons are connected to crankshaft connecting rod mechanisms located at both ends of the cylinder to realize the opening and closing motion of the pistons. Intake and exhaust ports are respectively opened on the radial cylinder wall near the left and right ends of the cylinder. The intake and exhaust ports are opened or closed by the opening and closing of the pistons in the cylinder to realize the scavenging and scavenging functions and complete the two-stroke cycle.

[0003] However, the main drawback of the Junkers two-stroke opposed piston engine is that the crankshaft connecting rod mechanism is set at both ends of the cylinder. The engine axial dimension is too long, and the two crankshafts need to be synchronized and output power. Multiple gears need to be added for coupling and merging, which makes the engine system structure too complicated.

[0004] To address the shortcomings of the Junkers engine, numerous companies and individuals have made improvements and refinements to its structure. Among them, Achates Power Systems, Inc. of the United States developed a utility model, patent number ZL200580023840.9, based on the aforementioned engine, for an improved opposed-piston two-stroke internal combustion engine. This engine shares the same cylinder and piston components and working principle as the Junkers engine, except that the crankshaft connecting rod mechanism is moved from both ends of the cylinder block to the sides. It is hinged to the two pistons via four connecting rods, achieving the piston's opening and closing motion. This arrangement shortens the distance between the two crankshafts, reducing the distance of the power confluence mechanism between them. This significantly reduces the dimensions along the engine cylinder axis. Furthermore, the symmetrical arrangement of the crankshaft connecting rod mechanism drives the pistons, reducing the lateral pressure of the piston on the cylinder wall and the friction between the piston and the cylinder wall. However, the Achates engine has disadvantages such as a large longitudinal dimension and a large number of moving parts due to the large space occupied by the crankshaft connecting rod mechanism arranged on both sides of the cylinder. Furthermore, since the cylinder is surrounded by two sets of crankshaft connecting rod mechanisms, it is extremely detrimental to cylinder heat dissipation.

[0005] In recent years, EcMotor Corporation of the United States has launched a new utility model of a two-stroke engine with opposed pistons and opposed cylinders, patent number 201210409885.1. The cylinder and piston components and working principle of this engine are identical to the two utility models mentioned above; the only difference lies in the crankshaft and connecting rod. This engine uses a crankshaft positioned between two cylinders, with multiple cranks on the crankshaft connecting to the two pairs of pistons in the left and right cylinders via connecting rods. This not only simplifies the structure but also allows a single crankshaft to simultaneously drive two pairs of opposed pistons in two opposed cylinders, resulting in a more compact and simpler structure, and higher engine efficiency and power-to-weight ratio.

[0006] While Ecmotor's utility model addressed some shortcomings of the previous two engines, several issues remained. The crankshaft and connecting rod's reciprocating motion caused lateral forces between the piston and cylinder wall, leading to wear and power loss. Furthermore, the engine required an external air compressor for scavenging, increasing system complexity, weight, and cost. Therefore, there is still room for improvement in current two-stroke opposed-piston engines. Utility Model Content

[0007] To overcome at least one of the aforementioned defects, this utility model proposes an opposed piston actuator with an integrated compressor piston. The self-priming air intake is achieved by the auxiliary piston cooperating with the compressor piston, eliminating the need for an external compressor for scavenging, which is beneficial for structural simplification and cost reduction.

[0008] To achieve the above objectives, the opposed piston actuator with integrated compressed air piston disclosed in this utility model can adopt the following technical solution:

[0009] An opposed piston actuator with integrated compressed piston includes a cylinder assembly comprising a main cylinder, an auxiliary cylinder, and a compressed piston. A main piston is disposed in the main cylinder, an auxiliary piston is disposed in the auxiliary cylinder, and a compressed piston is disposed in the compressed piston. The main piston is driven by a reciprocating mechanism and reciprocates in the horizontal direction.

[0010] The auxiliary piston is connected to the compressor piston. While the auxiliary piston reciprocates in the horizontal direction, the compressor piston moves synchronously to perform air intake and compression.

[0011] In this invention, when the opposed piston actuator with integrated compressor piston is used in an engine, the opposing movement of the main piston and the auxiliary piston constitutes the engine's compression process, while the movement of the main piston and the auxiliary piston away from each other constitutes the engine's power process. Scavenging is completed when the main piston and the auxiliary piston move away from each other to their dead center position. Throughout this process, the auxiliary piston continuously drives the compressor piston to move synchronously. Through the movement of the compressor piston within the compressor cylinder, intake and compression are achieved.

[0012] Specifically, when the main piston and auxiliary piston in the cylinder assembly move towards each other, the compressor piston and auxiliary piston move synchronously, creating a negative pressure in the compressor cylinder for air intake. When the main piston and auxiliary piston move away from each other, the compressor piston and auxiliary piston move synchronously, creating high pressure in the compressor cylinder, which then forces the air in the compressor cylinder into the main and auxiliary cylinders. This air entering the main and auxiliary cylinders increases the pressure within the cylinder assembly and forces the existing gas outwards, thus achieving scavenging in the main and auxiliary cylinders. This engine utilizes the movement of the main and auxiliary pistons to achieve autonomous scavenging, eliminating the need for an external compressor for scavenging, which simplifies the structure and reduces costs.

[0013] Furthermore, the compressor cylinder has a compressor cylinder inlet and outlet port, which are connected to the main cylinder annular port or the auxiliary cylinder annular port through an air intake passage.

[0014] Furthermore, an air intake port is provided on the air intake passage, and a one-way valve is provided at the air intake port. The one-way valve allows external gas to enter the inner cavity of the compressor cylinder in one direction from the air intake port.

[0015] When the intake passage is connected to the main cylinder annular port, external gas enters the intake passage through the intake port and then enters the main cylinder and auxiliary cylinder through the main cylinder annular port. When the intake passage is connected to the auxiliary cylinder annular port, external gas enters the intake passage through the intake port and then enters the main cylinder and auxiliary cylinder through the auxiliary cylinder annular port.

[0016] Therefore, in the first scheme, during intake, the intake passage of the cylinder assembly is connected to the annular port of the main cylinder and delivers gas to the main cylinder and the auxiliary cylinder; during exhaust, the gas in the main cylinder and the auxiliary cylinder is discharged from the annular port of the auxiliary cylinder.

[0017] In the second scheme, during intake, the intake passage of the cylinder assembly is connected to the annular port of the auxiliary cylinder and delivers gas to the auxiliary cylinder and the main cylinder; during exhaust, the gas in the main cylinder and the auxiliary cylinder is discharged from the annular port of the main cylinder.

[0018] Furthermore, scavenging of the main cylinder and auxiliary cylinder is achieved through the intake and exhaust structures on the cylinder assembly. The intake and exhaust structures can be constructed in various forms, and their structures are not limited to a single one. Here, we optimize and propose one feasible option: the intake passage includes an internal passage set in the cylinder assembly, and the internal passage connects to the annular port of the main cylinder or the annular port of the auxiliary cylinder.

[0019] Furthermore, the intake passage includes an external passage located outside the cylinder assembly, which connects to the annular port of the main cylinder or the annular port of the auxiliary cylinder.

[0020] Furthermore, during the operation of the compressor piston, it completes both intake and compression actions. The gas drawn in during the intake and compression actions is discharged into the main and auxiliary cylinders during the compression action to complete scavenging. To ensure that the compressed gas volume equals the consumption and to avoid losses caused by the intake compressed gas volume exceeding the volume of the main and auxiliary cylinders, an optimization is proposed, and one feasible option is suggested: the compressor piston is an elliptical cylinder or a waist-shaped cylinder, and the internal cavity shape of the compressor cylinder matches the compressor piston. With this scheme, the volume of the compressor cylinder is comparable to the volumes of the main and auxiliary cylinders. After completing one intake cycle, the gas in the compressor cylinder is forced between the main and auxiliary cylinders for scavenging. The gas drawn in by the compressor cylinder enters the main and auxiliary cylinders and completes scavenging, thus avoiding gas waste.

[0021] Furthermore, the synchronous operation of the compressor piston and the auxiliary piston can be achieved through various structural designs, and is not limited to a single one. One feasible option is proposed here: the compressor piston is provided with a connecting part for connecting to an external actuating mechanism. This mechanism drives the compressor piston to reciprocate horizontally. When using this design, the connecting part can be constructed as a connecting lug, a hinge hole, or similar structure.

[0022] Furthermore, the single air delivery volume of the compressed air cylinder is greater than or equal to the total scavenging volume of the main cylinder and the auxiliary cylinder.

[0023] When the above scheme is adopted, the main cylinder and the auxiliary cylinder have a straight-through structure. During scavenging, the gas enters the main and auxiliary cylinders and squeezes the exhaust gas in the main and auxiliary cylinders outward. The air enters and exits in a unidirectional flow, resulting in higher scavenging efficiency.

[0024] Furthermore, at least two sets of actuating linkage mechanisms are symmetrically arranged on the outer circumference of the cylinder assembly; the actuating linkage mechanism includes a support rod, a rocker arm, and a push-pull rod, the front end of the support rod is hinged to the fixed part, the rear end of the support rod is hinged to the rocker arm, the front end of the rocker arm is hinged to the reciprocating mechanism, the rear end of the rocker arm is hinged to the front end of the push-pull rod, and the rear end of the push-pull rod reciprocates with the movement of the rocker arm.

[0025] The reciprocating mechanism reciprocates in the horizontal direction, and the rocker arm swings during the reciprocating mechanism's operation.

[0026] The aforementioned linkage mechanism is symmetrically arranged with the linear motion direction of the reciprocating mechanism as the axis of symmetry.

[0027] The aforementioned linkage mechanism uses a support rod as a force transmission support. When the front end of the rocker arm moves synchronously with the reciprocating mechanism, the rear end of the rocker arm moves synchronously in the opposite direction, with the support rod serving as the force-bearing point of the rocker arm. Simultaneously, the rear end of the rocker arm drives the push-pull rod to reciprocate synchronously.

[0028] In some designs, this linkage structure can be used in combination to drive corresponding moving parts to move synchronously, such as moving towards each other or away from each other. When applied to a dual-piston engine, it can drive two oppositely positioned pistons to move synchronously towards each other or away from each other.

[0029] Preferably, the main piston 3 is coupled to the reciprocating mechanism via the piston rod 301.

[0030] Furthermore, the opposed piston actuator can not only drive single-cylinder structures, but also, through proper design, multi-cylinder structures. Its structure is not uniquely limited. Here, we propose an optimization and one feasible option: cylinder assemblies and linkage mechanisms mounted on the cylinder assemblies are symmetrically arranged at both ends of the reciprocating mechanism. The reciprocating mechanism drives the main pistons in the corresponding cylinder assemblies to move synchronously, and the linkage mechanisms at both ends drive the auxiliary pistons in the corresponding cylinder assemblies to move synchronously. With this scheme, the cylinder assemblies on both sides of the reciprocating mechanism form a double-cylinder structure. When the reciprocating mechanism drives the main and auxiliary pistons on one side to move closer together to achieve the compression process, the main and auxiliary pistons on the other side move further apart to achieve the power stroke.

[0031] Compared with the prior art, some of the beneficial effects of the technical solution disclosed in this utility model include:

[0032] By driving the main piston and auxiliary piston in the cylinder assembly to move synchronously through the opposed piston actuator, and the compressor piston and auxiliary piston to move synchronously, the compressor cylinder can autonomously draw in and compress air, which is then used for scavenging of the cylinder assembly. This eliminates the need for an external compressor for scavenging, which is beneficial for structural simplification and cost reduction. Attached Figure Description

[0033] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the overall structure of the engine.

[0035] Figure 2 This is a front view diagram of the engine.

[0036] Figure 3 This is a side view of the engine.

[0037] Figure 4 for Figure 3 Schematic diagram of longitudinal section AA.

[0038] Figure 5 for Figure 2 Schematic cross-sectional view of the middle BB section.

[0039] Figure 6 A schematic diagram showing the engine with the compressor cylinder head housing removed.

[0040] Figure 7 for Figure 6 A magnified schematic diagram of the local structure at point A.

[0041] Figure 8 An internal diagram showing the engine with part of the main casing removed.

[0042] Figure 9 A side view showing the engine with part of the main housing removed.

[0043] Figure 10 A front view diagram showing the engine with part of its main housing removed.

[0044] Figure 11 for Figure 9 Schematic diagram of the CC section.

[0045] Figure 12 This is a schematic diagram of the connecting rod assembly driving the main and auxiliary pistons.

[0046] Figure 13 This is a cross-sectional view of the internal structure of the cylinder assembly.

[0047] Figure 14 for Figure 13 An isometric schematic diagram.

[0048] Figure 15 This is a schematic diagram of the structure for air intake from the main cylinder.

[0049] Figure 16 for Figure 15 Schematic diagram of cross-section of DD.

[0050] Figure 17 This is a schematic diagram of the overall structure of the crosshead and hinge rod in Example 3.

[0051] Figure 18 This is a front view of the crosshead and hinge rod in Example 3.

[0052] Figure 19 This is a cross-sectional view of the engine using the actuator in Embodiment 3.

[0053] Figure 20 This is a schematic diagram of the dual-cylinder actuator constructed after setting the crosshead in Example 3.

[0054] Figure 21 For adopted Figure 20 A schematic diagram of an engine with a medium-duty twin-cylinder actuator.

[0055] In the above attached figures, the meanings of each label are as follows:

[0056] 1. Main body; 101. Main casing; 102. Rectangular internal gear frame; 103. Rail; 103a. Upper rail; 103b. Lower rail; 104. Sector gear shaft; 105. Crankshaft;

[0057] 2. Cylinder assembly; 201. Main cylinder; 202. Auxiliary cylinder; 203. Compression cylinder; 204. Cylinder head;

[0058] 3. Main piston; 301. Piston rod;

[0059] 4. Secondary piston;

[0060] 5. Compressor piston;

[0061] 45. Combined piston structure;

[0062] 6. Support rod; 6a. Upper support rod; 6b. Lower support rod;

[0063] 7. Joystick; 7a. Up joystick; 7b. Down joystick;

[0064] 8. Push-pull rod; 8a. Upper push-pull rod; 8b. Lower push-pull rod;

[0065] 9. Main cylinder annular port;

[0066] 10. Auxiliary cylinder annular port;

[0067] 11. Air inlet and outlet of the compressed air cylinder;

[0068] 12. Internal pathways;

[0069] 13. Air intake;

[0070] 14. Check valve;

[0071] 15. Fuel injector;

[0072] 16. Spark plugs;

[0073] 17. External access;

[0074] 18. Crosshead;

[0075] 19. Hinge rod;

[0076] 20. Synchronizing gears. Detailed Implementation

[0077] The following description, in conjunction with the accompanying drawings and specific embodiments, further illustrates this embodiment.

[0078] Example 1

[0079] like Figure 1 , Figure 2 and Figure 4 As shown, an opposed piston actuator with an integrated compressed piston 5 includes a cylinder assembly 2, which includes a main cylinder 201, an auxiliary cylinder 202, and a compressed piston 203. A main piston 3 is disposed in the main cylinder 201, an auxiliary piston 4 is disposed in the auxiliary cylinder 202, and a compressed piston 5 is disposed in the compressed piston 203. The main piston 3 is driven by a reciprocating mechanism and reciprocates in the horizontal direction.

[0080] The auxiliary piston 4 is connected to the compressor piston 5. While the auxiliary piston 4 reciprocates in the horizontal direction, the compressor piston 5 moves synchronously to perform air intake and compression.

[0081] In this embodiment, when the opposed piston actuator with integrated compressor piston 5 is used in the engine, the main piston 3 and the auxiliary piston 4 move towards each other to realize the engine's compression process. When the main piston 3 and the auxiliary piston 4 move away from each other, it is the engine's power process. Scavenging is completed when the main piston 3 and the auxiliary piston 4 move away from each other to the dead position. During this process, the auxiliary piston 4 always drives the compressor piston 5 to move synchronously. Through the movement of the compressor piston 5 in the compressor cylinder 203, intake and compression are realized.

[0082] Specifically, when the main piston 3 and auxiliary piston 4 in cylinder assembly 2 move towards each other, the compressor piston 5 moves synchronously with the auxiliary piston 4, creating a negative pressure in the cavity of the compressor cylinder 203 for air intake. When the main piston 3 and auxiliary piston 4 move away from each other, the compressor piston 5 moves synchronously with the auxiliary piston 4, creating high pressure in the compressor cylinder 203. This pressure forces the air in the compressor cylinder 203 into the main cylinder 201 and auxiliary cylinder 202. The air entering the main cylinder 201 and auxiliary cylinder 202 increases the air pressure in cylinder assembly 2 and forces the original gas in cylinder assembly 2 outward, thus achieving scavenging in the main cylinder 201 and auxiliary cylinder 202. This engine utilizes the movement of the main piston 3 and auxiliary piston 4 to achieve autonomous scavenging, eliminating the need for an external compressor for scavenging, which simplifies the structure and reduces costs.

[0083] The compressed air cylinder 203 has a compressed air cylinder inlet and outlet port 11, which is connected to the main cylinder annular port 9 or the auxiliary cylinder annular port 10 through an air intake passage.

[0084] An air intake port 13 is provided on the air intake passage, and a one-way valve 14 is provided at the air intake port 13. The one-way valve 14 allows external gas to enter the inner cavity of the compressor cylinder 203 from the air intake port 13 in one direction. The air inlet and outlet ports 11 of the compressor cylinder deliver gas to the main cylinder 201 or the auxiliary cylinder 202 through the air intake passage.

[0085] The intake passage enables scavenging within the main cylinder 201 and the auxiliary cylinder 202. The intake passage can be constructed in various forms, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: the intake passage includes an internal passage 12 disposed within the cylinder assembly 2, and the internal passage 12 is connected to the annular port 9 of the main cylinder or the annular port 10 of the auxiliary cylinder.

[0086] The intake passage includes an external passage located outside the cylinder assembly 2, wherein the external passage 17 is connected to the main cylinder annular port 9 or the auxiliary cylinder annular port 10.

[0087] When the compressor piston moves, it completes both intake and compression actions. The gas drawn in during the intake and compression actions is discharged into the main cylinder 201 and auxiliary cylinder 202 during the compression action to complete scavenging. To ensure that the compressed air volume equals the consumption and to avoid losses due to the intake compressed air volume exceeding the volume of the main and auxiliary cylinders, this embodiment optimizes the process by employing one feasible option: the compressor piston 5 is an elliptical cylinder or a waist-shaped cylinder, and the compressor cylinder 203 has an internal cavity shape that matches the compressor piston 5. With this scheme, the volume of the compressor cylinder 203 is comparable to the volumes of the main cylinder 201 and auxiliary cylinder 202. After one intake cycle, the gas in the compressor cylinder 203 is forced between the main cylinder 201 and auxiliary cylinder 202 for scavenging. The gas drawn in by the compressor cylinder 203 enters the main cylinder 201 and auxiliary cylinder 202 to complete scavenging, thus avoiding gas waste.

[0088] When the intake passage is connected to the main cylinder annular port 9, external gas enters the intake passage through the intake port 13, and then enters the main cylinder 201 and auxiliary cylinder 202 through the main cylinder annular port 9. When the intake passage is connected to the auxiliary cylinder annular port 10, external gas enters the intake passage through the intake port 13, and then enters the main cylinder 201 and auxiliary cylinder 202 through the auxiliary cylinder annular port 10.

[0089] Therefore, in the first scheme, during intake, the intake passage of the cylinder assembly 2 is connected to the annular port 9 of the main cylinder and delivers gas into the main cylinder 201 and the auxiliary cylinder 202; during exhaust, the gas in the main cylinder 201 and the auxiliary cylinder 202 is discharged from the annular port 10 of the auxiliary cylinder.

[0090] In the second scheme, during intake, the intake passage of the cylinder assembly 2 is connected to the auxiliary cylinder annular port 10 and supplies gas to the auxiliary cylinder 202 and the main cylinder 201; during exhaust, the gas in the main cylinder 201 and the auxiliary cylinder 202 is discharged from the main cylinder annular port 9.

[0091] The synchronous operation of the compressor piston 5 and the auxiliary piston 4 can be achieved through various structural arrangements, and is not limited to a single one. This embodiment employs one feasible option: the compressor piston 5 is provided with a connecting part for connecting to an external actuating mechanism. The actuating mechanism drives the compressor piston 5 to reciprocate horizontally. When adopting the above arrangement, the connecting part can be constructed as a connecting lug, a hinge hole, or other similar structure.

[0092] In this embodiment, the single air delivery volume of the air compressor 203 is greater than or equal to the total scavenging volume of the main cylinder and the auxiliary cylinder.

[0093] When the above scheme is adopted, the main cylinder 201 and the auxiliary cylinder 202 are straight-through structures. During scavenging, the gas enters the main and auxiliary cylinders and squeezes the exhaust gas in the main and auxiliary cylinders outward. The air enters and exits in a unidirectional flow, resulting in higher scavenging efficiency.

[0094] At least two sets of actuating linkage mechanisms are symmetrically arranged on the outer circumference of the cylinder assembly 2; the actuating linkage mechanism includes a support rod 6, a rocker arm 7, and a push-pull rod 8. The front end of the support rod 6 is hinged to the fixed part, the rear end of the support rod 6 is hinged to the rocker arm 7, the front end of the rocker arm 7 is hinged to the reciprocating mechanism, the rear end of the rocker arm 7 is hinged to the front end of the push-pull rod 8, and the rear end of the push-pull rod 8 reciprocates with the movement of the rocker arm 7.

[0095] The reciprocating mechanism reciprocates in the horizontal direction, and the rocker arm 7 swings during the operation of the reciprocating mechanism.

[0096] The aforementioned linkage mechanism is symmetrically arranged with the linear motion direction of the reciprocating mechanism as the axis of symmetry.

[0097] The aforementioned linkage mechanism uses a support rod 6 as a force transmission support. When the front end of the rocker arm 7 moves synchronously with the reciprocating mechanism, the rear end of the rocker arm 7 moves synchronously in the opposite direction, and the support rod 6 serves as the force-bearing point of the rocker arm 7. At the same time, the rear end of the rocker arm 7 drives the push-pull rod 8 to reciprocate synchronously.

[0098] In some designs, this linkage structure can be used in combination to drive corresponding moving parts to move synchronously, such as moving towards each other or away from each other. When applied to a dual-piston engine, it can drive two oppositely positioned pistons to move synchronously towards each other or away from each other.

[0099] The opposed piston actuator can not only drive a single-cylinder structure, but also, through proper design, a multi-cylinder structure. Its structure is not uniquely limited. This embodiment optimizes and adopts one feasible option: cylinder assemblies 2 and linkage mechanisms mounted on the cylinder assemblies 2 are symmetrically arranged at both ends of the reciprocating mechanism. The reciprocating mechanism drives the main pistons 3 within the corresponding cylinder assemblies 2 to move synchronously, and the linkage mechanisms at both ends of the reciprocating mechanism drive the auxiliary pistons 4 within the corresponding cylinder assemblies 2 to move synchronously. With this scheme, the cylinder assemblies 2 on both sides of the reciprocating mechanism form a double-cylinder structure. When the reciprocating mechanism drives the main and auxiliary pistons 4 on one side to move closer together to achieve the compression process, the main and auxiliary pistons 4 on the other side move further apart to achieve the power stroke.

[0100] The auxiliary cylinder 202 is provided with an auxiliary cylinder annular port 10. When air is intake, the internal passage 12 of the compressor cylinder 203 is connected to the auxiliary cylinder annular port 10 and supplies gas to the auxiliary cylinder 202 and the main cylinder 201. The main cylinder 201 is provided with a main cylinder annular port 9. When exhaust, the gas in the main cylinder 201 and the auxiliary cylinder 202 is discharged from the main cylinder annular port 9.

[0101] Alternatively, a main cylinder annular port 9 is provided at the main cylinder 201. When air is intake, the external passage of the compressor cylinder 203 is connected to the main cylinder annular port 9 and supplies gas to the main cylinder 201 and the auxiliary cylinder 202. An auxiliary cylinder annular port 10 is provided at the auxiliary cylinder 202. When exhaust, the gas in the main cylinder 201 and the auxiliary cylinder 202 is discharged from the auxiliary cylinder annular port 10.

[0102] Example 2

[0103] The above embodiment 2 provides a opposed piston actuator. This embodiment optimizes this and proposes another specific opposed piston actuator.

[0104] Specifically, the improvements to the actuator in this embodiment mainly include the cooperation structure at the reciprocating motion mechanism.

[0105] The reciprocating mechanism can adopt various schemes, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: the reciprocating mechanism includes a crosshead 18, which is connected to the main piston 3 and drives the main piston 3 to reciprocate synchronously. The rocker arm 7 of each set of linkage mechanisms is hinged to the front end of the crosshead 18, and the rear end of the crosshead 18 is connected to the crankshaft 105 through a hinge rod 19 and drives the crankshaft 105 to rotate synchronously. When the above scheme is adopted, the crosshead 18 drives the main piston 3 to reciprocate, and at the same time, it also drives the rear hinge rod 19 to drive the crankshaft 105 to rotate.

[0106] When the crosshead 18 drives the hinge rod 19, the number of hinge rods 19 connected to the crankshaft 105 is not limited to one; there can be multiple hinge rods. This embodiment adopts one feasible option: the number of hinge rods 19 is two, with each hinge rod 19 connected to one crankshaft 105. Both crankshafts 105 are also equipped with mutually engaging synchronous gears 20. With this scheme, both crankshafts 105 are simultaneously driven by the crosshead 18, causing the rear crankshafts 105 to rotate. The two crankshafts 105 maintain the same rotational speed under the meshing structure of the synchronous gears 20.

[0107] Example 3

[0108] The above embodiment 2 provides a opposed piston actuator. This embodiment optimizes this and proposes another specific opposed piston actuator.

[0109] Specifically, the improvements to the actuator in this embodiment mainly include the cooperation structure at the reciprocating motion mechanism.

[0110] Preferred, such as Figure 4 , Figure 11 , Figure 12 As shown, in this embodiment, the reciprocating mechanism includes a frame with an oblong hole. A rack is installed on a flat section within the oblong hole. The output shaft passes through the oblong hole and has a fan-shaped toothed surface that engages with the rack. When the reciprocating mechanism reciprocates, the rack engages with the fan-shaped toothed surface and drives the output shaft to rotate. When the reciprocating mechanism reaches its dead position, the output shaft is also in contact with the arc section of the oblong hole. When the reciprocating mechanism reverses direction, the output shaft also reverses direction, and the fan-shaped toothed surface switches to engage with another section of the rack to achieve continuous operation of the output shaft. This process is repeated to achieve continuous and smooth operation of the output shaft.

[0111] Preferably, in this embodiment, the reciprocating mechanism adopts a rectangular internal gear frame 102.

[0112] Preferably, in this embodiment, the rectangular inner toothed frame 102 slides within the main body 1 via a track 103, wherein the track 103 includes an upper track 103a and a lower track 103b.

[0113] Preferably, the reciprocating motion mechanism used in this embodiment can be the corresponding solution described in the patent document with patent number 201710353223.X.

[0114] Example 4

[0115] like Figures 1 to 14 As shown in the above embodiments, the opposed piston actuator is disclosed. When applied to an engine, it can ensure the piston is subjected to force balance, reduce the friction between the main and auxiliary pistons 4 and the main and auxiliary cylinders, and facilitate structural simplification and cost reduction.

[0116] This embodiment provides a opposed-piston two-stroke engine, employing the opposed-piston actuator described above, such as... Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, the system includes a main body 1, and the cylinder assembly 2 is located at least on one side of the main body 1. The cylinder assembly 2 also includes a compressor cylinder 203, in which a compressor piston 5 is disposed. The compressor piston 5 and the auxiliary piston 4 cooperate to operate synchronously. The cylinder assembly 2 is provided with an intake port 13, a main cylinder annular port 9, an auxiliary cylinder annular port 10, and a compressor cylinder inlet / outlet port 11. The intake port 13, the main cylinder annular port 9, the auxiliary cylinder annular port 10, and the compressor cylinder inlet / outlet port 11 are connected to each other through an intake passage.

[0117] Preferably, the main body 1 includes a main body shell 101.

[0118] Preferably, in this embodiment, the opposed piston actuator is arranged symmetrically when setting the connecting rods, such as... Figure 11 As shown, the support rod 6 includes an upper support rod 6a and a lower support rod 6b, the rocker arm 7 includes an upper rocker arm 7a and a lower rocker arm 7b, and the push-pull rod 8 includes an upper push-pull rod 8a and a lower push-pull rod 8b.

[0119] The engine disclosed above uses a single-cylinder structure. A reciprocating mechanism on the output shaft can work with one cylinder assembly 2.

[0120] Preferably, in this embodiment, the output shaft is a sector shaft 104.

[0121] When the main piston 3 and auxiliary piston 4 in cylinder assembly 2 move towards each other, the compressor piston 5 moves synchronously with the auxiliary piston 4, creating a negative pressure in the cavity of the compressor cylinder 203 for air intake. When the main piston 3 and auxiliary piston 4 move away from each other, the compressor piston 5 moves synchronously with the auxiliary piston 4, compressing the gas in the compressor cylinder 203. This compresses the air in the compressor cylinder 203 and sends it to the main cylinder 201 and auxiliary cylinder 202. The air entering the main cylinder 201 and auxiliary cylinder 202 increases the air pressure in cylinder assembly 2 and forces the original gas in cylinder assembly 2 outward, thus achieving scavenging in the main cylinder 201 and auxiliary cylinder 202. This engine utilizes the movement of the main piston 3 and auxiliary piston 4 to achieve autonomous scavenging, eliminating the need for an external compressor for scavenging, which simplifies the structure and reduces costs.

[0122] During engine operation, scavenging is achieved within the main cylinder 201 and auxiliary cylinder 202 through the intake passage. The intake passage can be constructed in various forms, and its structure is not uniquely limited. Here, optimization is performed, and one feasible option is proposed: [Example of an optimization scheme would be inserted here]. Figure 13 , Figure 14 As shown, in this embodiment, the intake port 13 is located on the compressor cylinder 203. The intake port 13 is connected to the auxiliary cylinder annular port 10 on the auxiliary cylinder 202 via an intake passage, or the intake port 13 is connected to the main cylinder annular port 9 on the main cylinder 201 via an intake passage. Under the restriction of the one-way valve 14, external gas is guided unidirectionally into the main cylinder 201 and the auxiliary cylinder 202.

[0123] The intake port 13 of the cylinder assembly 2 is connected to the inner cavity of the compressor cylinder 203 through the compressor cylinder inlet / outlet port 11. An internal passage 12 is formed inside the cylinder assembly 2. The internal passage 12 is used to guide the gas in the compressor cylinder 203 to the main cylinder 201 and the auxiliary cylinder 202.

[0124] Preferably, in this embodiment, external gas enters the intake passage and enters the main cylinder 201 and the auxiliary cylinder 202 through the auxiliary cylinder annular hole 10 for scavenging, and exhausts through the main cylinder annular hole 9.

[0125] Preferred, such as Figure 9 As shown, in this embodiment, the air compressor 203 can be configured as either oblong or circular. In other embodiments, it can be configured as even more shapes.

[0126] Preferably, a cylinder head 204 is also provided at the compressor cylinder 203.

[0127] The specific arrangement of the air inlet and outlet structures on the cylinder assembly 2 can adopt various configurations, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: when the main piston 3 and the auxiliary piston 4 are moving away from each other, the main cylinder annular port 9 and the auxiliary cylinder annular port 10 are opened for scavenging; when the main piston 3 and the auxiliary piston 4 are moving closer to each other, the main cylinder annular port 9 and the auxiliary cylinder annular port 10 are closed for gas compression. After compression, ignition is performed to generate power, thereby realizing a two-stroke cycle. When the above scheme is adopted, the main cylinder 201 and the auxiliary cylinder 202 have a straight-through structure. During scavenging, gas enters the main and auxiliary cylinders, and the gas pressure in the main and auxiliary cylinders increases, thereby squeezing out the exhaust gas in the main and auxiliary cylinders. The air enters and exits in a unidirectional flow, resulting in higher scavenging efficiency.

[0128] The mating structure of the compressor piston 5 and the auxiliary piston 4 can adopt various schemes, and its structure is not limited to one. This embodiment optimizes and adopts one of the feasible options: such as Figure 12 As shown, the compressor piston 5 and the auxiliary piston 4 are connected to form a combined piston structure 45. The piston head of the auxiliary piston 4 is located inside the cylinder assembly 2, and the piston tail of the auxiliary piston 4 cooperates with the compressor piston 5. The piston tail of the auxiliary piston 4 forms a connection port, and a connecting block corresponding to the connection port is formed on the compressor piston 5. When adopting the above scheme, the auxiliary piston 4 and the compressor piston 5 can also be connected by fasteners to strengthen the fixation. The size of the compressor piston 5 can be larger than that of the auxiliary piston 4. During the same stroke, the gas drawn into the compressor cylinder 203 after the compressor piston 5 moves can fill the cylinder assembly 2 where the main piston 3 and the auxiliary piston 4 are located. Moreover, the size of the compressor piston 5 can be adjusted according to the actual gas pressure requirements, thereby changing the initial pressure of the gas entering the cylinder assembly 2. After being compressed again by the main piston 3 and the auxiliary piston 4 in the cylinder assembly 2, the final combustion situation can be adjusted.

[0129] The opposing piston two-stroke engine disclosed in this embodiment operates as follows:

[0130] The main piston 3 and the auxiliary piston 4 are located in the main cylinder 201 and the auxiliary cylinder 202 respectively, and the main piston 3 and the auxiliary piston 4 are located between the annular port 9 of the main cylinder and the annular port 10 of the auxiliary cylinder. When the main piston 3 and the auxiliary piston 4 move towards each other, the gas in the main cylinder 201 and the auxiliary cylinder 202 is compressed, which is the compression process.

[0131] During compression, the injector 15 and spark plug 16 on cylinder assembly 2 engage at the appropriate time.

[0132] During the compression process, the auxiliary piston 4 and the compressor piston 5 move synchronously and increase the volume of the compressor cylinder 203 to form a negative pressure. External air enters the compressor cylinder 203 through the intake port 13 and the compressor cylinder inlet and outlet ports 11 as the intake reserve air for the subsequent engine.

[0133] The main piston 3 and the auxiliary piston 4 are located in the main cylinder 201 and the auxiliary cylinder 202 respectively, and the main piston 3 and the auxiliary piston 4 are located between the annular port 9 of the main cylinder and the annular port 10 of the auxiliary cylinder. When the main piston 3 and the auxiliary piston 4 move away from each other, the gas in the main cylinder 201 and the auxiliary cylinder 202 expands, which is the power process.

[0134] During the power-running process, the auxiliary piston 4 and the compressor piston 5 move synchronously, causing the volume inside the compressor cylinder 203 to decrease, and the original reserve gas is compressed to form high-pressure reserve gas.

[0135] When the main piston 3 and the auxiliary piston 4 are located in the main cylinder 201 and the auxiliary cylinder 202 respectively, and the main piston 3 and the auxiliary piston 4 are located outside the annular port 9 of the main cylinder and the annular port 10 of the auxiliary cylinder, the main cylinder 201 and the auxiliary cylinder 202 are connected to the outside. The pressurized gas from the compressed air cylinder 203 enters the main cylinder 201 and the auxiliary cylinder 202, squeezing out the original exhaust gas, which is the scavenging process.

[0136] During the scavenging process, the high-pressure reserve gas in the compressor cylinder 203 enters the main cylinder 201 and the auxiliary cylinder 202 through the compressor cylinder inlet / outlet 11 and the intake passage, while exhaust gas is discharged at the same time.

[0137] When the above process is repeated, the main piston 3 and the auxiliary piston 4 form a continuous reciprocating motion, so that the reciprocating motion mechanism forms a continuous reciprocating motion, thereby forming a continuous rotation through the cooperation of the rectangular internal gear frame 102 and the sector gear shaft 104, thereby realizing the engine's external torque output.

[0138] Example 5

[0139] This embodiment provides a opposed-piston two-stroke engine, which differs from the one in Embodiment 4 in that, in this embodiment, the cylinder assembly 2 of the engine receives air from the main cylinder 201, as detailed below:

[0140] In this embodiment, the specific details are as follows: the main cylinder 201 is provided with a main cylinder annular port 9, and the auxiliary cylinder 202 is provided with an auxiliary cylinder annular port 10. When the above scheme is adopted, air enters from the main cylinder annular port 9 of the main cylinder 201 and exhausts from the auxiliary cylinder annular port 10 of the auxiliary cylinder 202.

[0141] After the intake position of cylinder assembly 2 is adjusted, the intake structure of cylinder assembly 2 is adjusted accordingly. This embodiment optimizes and adopts one of the feasible options: the intake port 13 of the cylinder assembly 2 is connected to the inner cavity of the compressor cylinder 203 through the compressor cylinder inlet / outlet port 11. The cylinder assembly 2 is provided with an external passage 17 that connects the compressor cylinder inlet / outlet port 11 to the main cylinder annular port on the main cylinder 201. The external passage 17 is used to guide the gas in the compressor cylinder 203 to the main cylinder 201 and the auxiliary cylinder 202.

[0142] Example 6

[0143] This embodiment provides a two-stroke engine with opposed pistons. The difference from the one in embodiment 4 is that this embodiment adopts a multi-cylinder engine structure.

[0144] Specifically, it can be configured as follows: one reciprocating mechanism on the output shaft can cooperate with two cylinder assemblies 2. At the same time, multiple reciprocating mechanisms can be set at other positions on the output shaft, each cooperating with a cylinder assembly 2, thus forming a multi-cylinder structure. The main and auxiliary pistons 4 in each cylinder assembly 2 move and transmit driving force to the reciprocating mechanism. Here, the linear motion of the piston is converted into the rotational motion of the drive shaft.

[0145] When the main piston 3 and the auxiliary piston 4 in the cylinder assembly 2 move towards each other, the compressor piston 5 moves synchronously with the auxiliary piston 4 and creates a negative pressure in the cavity of the compressor cylinder 203 to draw in air. When the main piston 3 and the auxiliary piston 4 move away from each other, the compressor piston 5 moves synchronously with the auxiliary piston 4 and creates a high pressure in the compressor cylinder 203, which then compresses the air in the compressor cylinder 203 into the main cylinder 201 and the auxiliary cylinder 202. At this time, the air entering the main cylinder 201 and the auxiliary cylinder 202 increases the air pressure in the cylinder assembly 2 and squeezes the original gas in the cylinder assembly 2 outward, thereby realizing the scavenging of the main cylinder 201 and the auxiliary cylinder 202.

[0146] This engine can achieve autonomous scavenging by utilizing the movement of the main piston and auxiliary piston, eliminating the need for an external compressor for scavenging, which helps to simplify the structure and reduce costs.

[0147] The above are the embodiments listed in this example. However, this example is not limited to the optional embodiments described above. Those skilled in the art can arbitrarily combine the above methods to obtain other various embodiments. Anyone can derive other various forms of embodiments under the guidance of this example. The above specific embodiments should not be construed as limiting the scope of protection of this example. The scope of protection of this example should be defined in the claims.

Claims

1. An integrated gas piston opposed piston actuator characterized by: The cylinder assembly (2) comprises a main cylinder (201), a sub-cylinder (202) and a compression cylinder (203), a main piston (3) is arranged in the main cylinder (201), a sub-piston (4) is arranged in the sub-cylinder (202), and a compression piston (5) is arranged in the compression cylinder (203); the main piston (3) is driven by a reciprocating mechanism and reciprocates in the horizontal direction; The sub-piston (4) is connected with the compression piston (5), and the sub-piston (4) reciprocates in the horizontal direction while the compression piston (5) synchronously moves and performs air intake and compression.

2. The integrated gas piston opposed piston actuator of claim 1, wherein: The compression cylinder (203) is provided with a compression cylinder air inlet and outlet (11), and the compression cylinder air inlet and outlet (11) is connected with the main cylinder annular port (9) or the sub-cylinder annular port (10) through an air inlet passage.

3. The integrated gas piston opposed piston actuator of claim 2, wherein: A suction port (13) is arranged on the air inlet passage, a one-way valve (14) is arranged at the suction port (13), and the one-way valve (14) allows external gas to enter the inner cavity of the compression cylinder (203) from the suction port (13) in one direction.

4. The integrated gas piston opposed piston actuator of claim 2, wherein: The air inlet passage comprises an internal passage (12) arranged in the cylinder assembly (2), and the internal passage (12) is connected with the main cylinder annular port (9) or the sub-cylinder annular port (10).

5. The integrated gas piston opposed piston actuator of claim 2, wherein: The air inlet passage comprises an external passage (17) arranged outside the cylinder assembly (2), and the external passage (17) is connected with the main cylinder annular port (9) or the sub-cylinder annular port (10).

6. The integrated pneumatic piston opposed-piston actuator of claim 1, wherein: The compression piston (5) is an elliptical cylinder or a waisted cylinder, and the compression cylinder (203) is internally formed with a cavity shape matched with the compression piston (5).

7. The integrated pneumatic piston opposed-piston actuator of claim 1, wherein: The compression piston (5) is provided with a connecting portion, and the connecting portion is used to connect an external action mechanism, and the action mechanism drives the compression piston (5) to reciprocate in the horizontal direction.

8. The integrated pneumatic piston opposed-piston actuator of claim 1, wherein: The single air supply amount of the compression cylinder (203) is greater than or equal to the total scavenging amount of the main cylinder (201) and the sub-cylinder (202).

9. The integrated pneumatic piston opposed piston actuator of any one of claims 1 to 8, wherein: At least two sets of action connecting rod mechanisms are symmetrically arranged on the outer circumference of the cylinder assembly (2); the action connecting rod mechanism comprises a support rod (6), a rocker (7) and a push-pull rod (8), the front end of the support rod (6) is hinged to a fixed portion, the rear end of the support rod (6) is hinged to the rocker (7), the front end of the rocker (7) is hinged to the reciprocating mechanism, the rear end of the rocker (7) is hinged to the front end of the push-pull rod (8), and the rear end of the push-pull rod (8) reciprocates with the action of the rocker (7).

10. The integrated pneumatic piston opposed-piston actuator of claim 9, wherein: The reciprocating mechanism drives the main pistons (3) in the corresponding cylinder assemblies (2) at both ends to synchronously move, and the action connecting rod mechanisms at both ends of the reciprocating mechanism drive the sub-pistons (4) in the corresponding cylinder assemblies (2) to synchronously move.

Images