Horizontal internal combustion engine

Abstract

The utility model discloses a horizontal internal combustion engine which comprises a plurality of two-way cylinders, a first crankshaft, a second crankshaft and a power output shaft, the two-way cylinders are arranged in parallel, and the two opposite ends in the two-way cylinders are connected with a first transmission piston and a second transmission piston respectively in a sliding mode. The first crankshaft and the second crankshaft are movably connected with the power output shaft through the transmission assembly, the first crankshaft is alternately provided with a plurality of first single couplings and a plurality of first duplex couplings, the second crankshaft is alternately provided with a plurality of second single couplings and a plurality of second duplex couplings, and the first transmission piston is movably connected with the first single couplings and the first duplex couplings. The second transmission piston is movably connected with the second single coupling and the second double coupling, through the unique design of the two-way piston cylinder, gas in a combustion chamber in the two-way cylinder can be more fully mixed with fuel, and more efficient combustion is achieved.

Description

Technical Field

[0001] This utility model relates to the field of internal combustion engine technology, and in particular to a horizontally mounted internal combustion engine. Background Technology

[0002] The internal combustion engine is a power unit widely used in transportation and industry. Its principle is that fuel burns in the cylinder to generate energy that drives the piston, converting reciprocating motion into crankshaft rotation to output power.

[0003] Although the traditional single-piston structure (single piston + combustion chamber above the piston) is technically mature, its energy utilization efficiency is limited: combustion energy is transferred in multiple directions, and the single piston can only utilize part of the driving motion, while the rest is lost as heat energy or underutilized mechanical energy.

[0004] Existing technologies, such as patent CN201851212U, propose a double-piston, double-crankshaft, flat-mounted internal combustion engine. While this engine improves single-cylinder efficiency through dual pistons, it does not adequately consider the balance between multi-cylinder layout and power output. Furthermore, it suffers from insufficient fuel-air contact and low energy conversion, which limits the application and development of internal combustion engines in high-efficiency, compact applications. Utility Model Content

[0005] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a horizontally mounted internal combustion engine, which aims to solve the technical problems mentioned in the background art.

[0006] A horizontally mounted internal combustion engine includes a plurality of double-acting cylinders, a first crankshaft, a second crankshaft, and a power output shaft. The first crankshaft and the second crankshaft are symmetrically arranged opposite the plurality of double-acting cylinders, which are arranged in parallel. A first transmission piston and a second transmission piston are slidably connected to opposite ends of each double-acting cylinder. The first crankshaft and the second crankshaft are movably connected to the power output shaft via a transmission assembly. A plurality of first single couplings and a plurality of first double couplings are alternately arranged on the first crankshaft, and a plurality of second single couplings and a plurality of second double couplings are alternately arranged on the second crankshaft. The first transmission pistons are movably connected to the first single couplings and the first double couplings, and the second transmission pistons are movably connected to the second single couplings and the second double couplings, respectively. A secondary cylinder is provided below each double-acting cylinder, and the double-acting cylinders communicate with the secondary cylinders. A third transmission piston is provided in the secondary cylinder. Two pairs of transmission frames are staggered below the third transmission piston. The opposite ends of the transmission frames are movably connected to the third transmission piston, the first double coupling, and the second double coupling via transmission rods, respectively.

[0007] The beneficial effects of this utility model are:

[0008] The unique dual-piston cylinder design allows for more thorough mixing of the combustion chamber gases with the fuel, resulting in more efficient combustion. This design increases the contact area between the high-pressure combustion gases and the piston crown, shortens the piston stroke, reduces piston speed, improves thermal efficiency, and significantly enhances energy conversion rate. The double crankshaft structure design makes power output smoother and more balanced, effectively balancing the power output between the dual-piston cylinders, enhancing torque output, and making it suitable for various power demand scenarios. Simultaneously, the crankshaft design integrates both double and single shafts, connected to the power output shaft via a transmission assembly. This integrated transmission system reduces the number of independent transmission components required in traditional engines, thereby simplifying the engine structure and improving overall performance and reliability.

[0009] Furthermore, the bidirectional cylinder is provided with an air inlet and an air outlet. The air inlet is located on the side wall of the bidirectional cylinder, and the air outlet is located on the top wall of the bidirectional cylinder. The bidirectional cylinder is provided with a combustion chamber, which is located between the first transmission piston and the second transmission piston. Both the air inlet and the air outlet are connected to the combustion chamber.

[0010] Furthermore, adjacent first transmission pistons are respectively connected to the first single coupling and the first double coupling via the first piston rod, and adjacent second transmission pistons are respectively connected to the second double coupling and the second single coupling via the second piston rod. The first single coupling and the second double coupling or the first double coupling and the second single coupling are respectively arranged on opposite sides of the same bidirectional cylinder. The first single coupling and the second double coupling or the first double coupling and the second single coupling are arranged at the same height on opposite sides of the same bidirectional cylinder.

[0011] Furthermore, the transmission assembly includes a first transmission mechanism and a second transmission mechanism disposed opposite to each other. The first transmission mechanism is movably connected to the first crankshaft, and the second transmission mechanism is movably connected to the second crankshaft. Both the first transmission mechanism and the second transmission mechanism are movably connected to the power output shaft.

[0012] Furthermore, the first transmission mechanism includes a first transmission wheel and a second transmission wheel. The first transmission wheel is fixed on the first crankshaft, and the second transmission wheel is fixed on the power output shaft. The first transmission wheel is connected to the second transmission wheel via a first transmission belt.

[0013] Furthermore, the second transmission mechanism includes a driving gear, a driven gear, a transmission shaft, a third transmission wheel, and a fourth transmission wheel. The driving gear is mounted on the second crankshaft. The transmission shaft is located between the power output shaft and the second crankshaft and is rotatably connected to the second transmission belt. The driven gear is mounted on the transmission shaft. The driving gear meshes with the driven gear. The third transmission wheel is located at the end of the transmission shaft away from the driven gear. The fourth transmission wheel is mounted on the power output shaft and located at the end of the power output shaft away from the second transmission wheel. The third transmission wheel and the fourth transmission wheel are movably connected via the second transmission belt.

[0014] Furthermore, the bottom wall of the bidirectional cylinder is provided with an intake branch, and the combustion chamber is connected to the auxiliary cylinder through the intake branch.

[0015] Furthermore, a fixing rod is provided between the transmission frames located on the same side.

[0016] Furthermore, the number of the two-way cylinders is four.

[0017] Furthermore, the third transmission piston is connected to the transmission rod via a third piston rod. Attached Figure Description

[0018] Figure 1 Here is a schematic diagram of the horizontally mounted internal combustion engine of this utility model:

[0019] Figure 2 This is a top view of the horizontally mounted internal combustion engine of this utility model;

[0020] Figure 3 This is a cross-sectional view of the bidirectional cylinder and auxiliary cylinder of this utility model;

[0021] Figure 4 This is a side view of the horizontally mounted internal combustion engine of this utility model.

[0022] The components include: 1. Double-acting cylinder; 11. Exhaust port; 12. Intake port; 13. Combustion chamber; 14. Intake branch; 2. First crankshaft; 21. First single coupling; 22. First double coupling; 3. Second crankshaft; 31. Second single coupling; 32. Second double coupling; 4. Power output shaft; 5. Transmission assembly; 51. First transmission mechanism; 511. First transmission wheel; 512. Second transmission wheel; 513. First transmission belt; 52. Second transmission mechanism; 521. Driving gear; 522. Driven gear; 523. Transmission shaft; 524. Third transmission wheel; 525. Fourth transmission wheel; 526. Second transmission belt; 6. Transmission frame; 61. Transmission rod; 62. Fixed rod; 7. First transmission piston; 71. First piston rod; 8. Second transmission piston; 81. Second piston rod; 9. Third transmission piston; 91. Third piston rod; 10. Auxiliary cylinder. Detailed Implementation

[0023] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0024] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items. Furthermore, the various embodiments of the invention, the features within those embodiments, and the features of the embodiments may be freely combined without obvious conflict or contradiction.

[0026] Please see Figures 1 to 4 A horizontally mounted internal combustion engine includes multiple double-acting cylinders 1, a first crankshaft 2, a second crankshaft 3, and a power take-off shaft 4.

[0027] Specifically, multiple bidirectional cylinders 1 are arranged in parallel, with four bidirectional cylinders 1 in total. Each bidirectional cylinder 1 has an inlet 12 and an outlet 11. The inlet 12 is located on the side wall of the bidirectional cylinder 1, and the outlet 11 is located on the top wall of the bidirectional cylinder 1. A combustion chamber 13 is located inside the bidirectional cylinder 1, between the first drive piston 7 and the second drive piston 8. Both the inlet 12 and the outlet 11 are connected to the combustion chamber 13. The parallel arrangement of the four bidirectional cylinders 1 results in a compact structure and high space utilization. The differentiated design of the side wall inlet 12 and the top wall outlet 11 optimizes the airflow path, shortens the intake and exhaust stroke, and improves the charging efficiency. The combustion chamber 13 is located between the two drive pistons, forming a symmetrical working structure. The coordinated movement of the two pistons can multiply the output power while balancing the reciprocating inertial force and reducing vibration and noise. The unique bidirectional piston cylinder design allows the gas in the combustion chamber 13 inside the bidirectional cylinder 1 to mix more fully with the fuel, thereby achieving more efficient combustion. This design increases the contact area between the high-pressure gas and the top of the piston, shortens the piston stroke, reduces the piston speed, improves thermal efficiency, and significantly enhances the energy conversion rate. The multi-cylinder collaborative operation makes combustion more complete, significantly improving energy conversion efficiency, while balancing power and operational stability.

[0028] Specifically, a first transmission piston 7 and a second transmission piston 8 are slidably connected to opposite ends of the double-acting cylinder 1. A first crankshaft 2 and a second crankshaft 3 are movably connected to a power output shaft 4 via a transmission assembly 5. The first crankshaft 2 and the second crankshaft 3 are symmetrically arranged opposite to multiple double-acting cylinders 1. Multiple first single couplings 21 and multiple first double couplings 22 are alternately arranged on the first crankshaft 2, and multiple second single couplings 31 and multiple second double couplings 32 are alternately arranged on the second crankshaft 3. The first transmission piston 7 is movably connected to the first single coupling 21 and the first double coupling 22, respectively. The second transmission piston 8 is movably connected to the second single coupling 31 and the second double coupling 32, respectively. Adjacent first transmission pistons 7 are connected to the first single coupling 21 and the first double coupling 22 via first piston rods 71, respectively. Adjacent second transmission pistons 8 are connected to the second single coupling 21 and the second double coupling 22 via second piston rods 81, respectively. The single coupling 31 and the second double coupling 32 are located on opposite sides of the same bidirectional cylinder 1, with the first single coupling 21 and the second double coupling 32 or the first double coupling 22 and the second single coupling 31 set at the same height. This bidirectional cylinder 1 structure achieves efficient power transmission through the coordinated design of the crankshaft and couplings: the first crankshaft 2 alternately sets the first single coupling 21 and the first double coupling 22, and the second crankshaft 3 alternately sets the second single coupling 31 and the second double coupling 32. The pistons are connected to different types of couplings, which not only ensures the continuity of power output, but also enhances the synchronicity of piston movement through the linkage of adjacent piston rods, reducing the difference in reciprocating inertial force; the first single coupling 21 and the second double coupling 32 or the first double coupling 22 and the second single coupling 31 are set at the same height on opposite sides of the same bidirectional cylinder 1, ensuring the symmetry of the double piston movement trajectory, reducing the risk of uneven wear, and improving mechanical stability. Multi-dimensional structural optimization makes power transmission smoother and energy loss lower, while extending the service life of core components, balancing performance and reliability. The integrated transmission system, connected to the power output shaft 4 via the transmission component 5, reduces the number of independent transmission components required in traditional engines, thereby simplifying the engine structure and improving overall performance and reliability.

[0029] Specifically, the transmission assembly 5 includes a first transmission mechanism 51 and a second transmission mechanism 52 arranged opposite to each other. The first transmission mechanism 51 is movably connected to the first crankshaft 2, and the second transmission mechanism 52 is movably connected to the second crankshaft 3. Both the first transmission mechanism 51 and the second transmission mechanism 52 are movably connected to the power output shaft 4. The first transmission mechanism 51 includes a first transmission wheel 511 and a second transmission wheel 512. The first transmission wheel 511 is fixed on the first crankshaft 2, and the second transmission wheel 512 is fixed on the power output shaft 4. The first transmission wheel 511 is connected to the second transmission wheel 512 through a first transmission belt 513. The second transmission mechanism 52 includes a driving gear 521 and a driven gear 522. 22. A drive shaft 523, a third drive wheel 524, and a fourth drive wheel 525. A drive gear 521 is mounted on a second crankshaft 3. The drive shaft 523 is located between a power output shaft 4 and a second crankshaft 3 and is rotatably connected to a second drive belt 526. A driven gear 522 is mounted on the drive shaft 523. The drive gear 521 and the driven gear 522 are meshed together. A third drive wheel 524 is mounted on the drive shaft 523 at the end away from the driven gear 522. A fourth drive wheel 525 is mounted on the power output shaft 4 and is located at the end of the power output shaft 4 away from the second drive wheel 512. The third drive wheel 524 and the fourth drive wheel 525 are movably connected by the second drive belt 526.

[0030] It should be noted that the transmission assembly 5 achieves efficient power transmission through a composite design of belt drive and gear drive: the first piston rod 71 reciprocates along the bidirectional cylinder 1, causing the first crankshaft 2 to drive the first transmission wheel 511, which in turn drives the second transmission wheel 512 via the first transmission belt 513, and finally outputs power through the power output shaft 4. Meanwhile, the second piston rod 81 reciprocates along the bidirectional cylinder 1, causing the second crankshaft 3 to drive the drive gear 521 to drive the meshing driven gear 522, which in turn drives the third transmission wheel 524, and then the fourth transmission wheel 525 via the second transmission belt 526, and finally outputs power through the power output shaft 4. Since the first piston rod 71 and the second piston rod 81 reciprocate in opposite directions along the cylinder, the drive gear 521 and the meshing driven gear 522 ensure that the second transmission wheel 512 and the fourth transmission wheel 525 rotate in the same direction, guaranteeing output in the same direction. The two transmission mechanisms not only improve the system's vibration and noise reduction capabilities but also enhance the power, stability, and reliability of the power output, effectively extending the service life of the core components.

[0031] Specifically, a secondary cylinder is located below the double-acting cylinder 1, and the double-acting cylinder 1 is connected to the secondary cylinder 10. A third transmission piston 9 is located inside the secondary cylinder 10. The third transmission piston 9 is connected to the transmission rod 61 through the third piston rod 91. Two pairs of transmission frames 6 are staggered below the third transmission piston 9. The opposite ends of the transmission frames 6 are movably connected to the third transmission piston 9, the first double coupling 22, and the second double coupling 32 respectively through the transmission rod 61. A fixing rod 62 is provided between the transmission frames 6 on the same side. An intake branch 14 is provided on the bottom wall of the double-acting cylinder 1, and the combustion chamber 13 is connected to the secondary cylinder 10 through the intake branch 14. An air inlet (not shown) is provided on one side wall of the secondary cylinder 10. The third transmission piston 9 can force outside air into the combustion chamber through the intake branch 14. In section 13, combustion efficiency is improved. The auxiliary cylinder 10 cooperative structure significantly enhances combustion efficiency through a pneumatic linkage design: when the third transmission piston 9 in the auxiliary cylinder 10 is driven down by power, it forces outside air into the combustion chamber 13 of the double-acting cylinder 1 through the intake branch 14, forcibly supplementing oxygen to make the fuel mixture more complete and directly improve combustion efficiency; the staggered transmission frame 6, in conjunction with the fixed rod 62, not only ensures the transmission continuity between the third piston rod 91 and the first double coupling 22 and the second double coupling 32, but also reduces movement deviation through rigid support, avoiding component wear caused by uneven force; the intake process coordinates with the movement of the first transmission piston 7 and the second transmission piston 8, optimizing the dynamic balance of in-cylinder air pressure, with a compact structure and no additional energy consumption, balancing efficiency and reliability.

[0032] It is worth mentioning that when the engine starts, the fuel-air mixture enters the double-acting cylinder 1 through the intake port 12. As the mixture is ignited inside the double-acting cylinder 1, the high-pressure combustion gases push the first drive piston 7 and the second drive piston 8 to move to the sides respectively. The first drive piston 7 drives the first single coupling 21 and the first double coupling 22 through the first piston rod 71, and the second drive piston 8 drives the second single coupling 31 and the second double coupling 32 through the second piston rod 81, thereby causing the first crankshaft 2 and the second crankshaft 3 to rotate, converting the reciprocating motion of the pistons into the rotational motion of the crankshafts. When the first crankshaft 2 rotates, it drives the transmission rod 61 to move up and down through the double coupling 21. The transmission rod 61 drives the third piston rod 91 to move upward synchronously through the transmission frame 6. The third drive piston 9 forces outside air into the double-acting cylinder 1 through the intake branch 14, optimizing the combustion process. As the third transmission piston 9 moves, air is continuously forced into the double-acting cylinder 1, mixed with the exhaust gas produced by combustion, and then discharged through the outlet 11, achieving exhaust gas discharge and air renewal. The first crankshaft 2 and the second crankshaft 3 are respectively connected to the power output shaft 4 through the transmission assembly 5. The third transmission wheel 524 on the first crankshaft 2 is connected to the fourth transmission wheel 525 on the outer wall of the power output shaft 4 through the second transmission belt 526. The driving gear 521 on the second crankshaft 3 meshes with the driven gear 522, and the driven gear 522 drives the transmission shaft 523 to rotate. The third transmission wheel 524 on the outer wall of the transmission shaft 523 is connected to the fourth transmission wheel 525 on the outer wall of the power output shaft 4 through the second transmission belt 526. This design ensures that the power from the first crankshaft 2 and the second crankshaft 3 can be effectively transmitted to the power output shaft 4, achieving the final power output.

[0033] This invention, through a unique bidirectional piston cylinder design, allows the gas in the combustion chamber 13 of the bidirectional cylinder 1 to mix more fully with the fuel, thereby achieving more efficient combustion. This design increases the contact area between the high-pressure gas and the piston top, shortens the piston stroke, reduces the piston speed, improves thermal efficiency, and significantly enhances energy conversion rate. The double crankshaft structure design makes the power output smoother and more balanced, effectively balancing the power output between each bidirectional cylinder 1, enhancing torque output, and suitable for various power demand scenarios. At the same time, the crankshaft design integrates the first single coupling 21 and the second double coupling 22, as well as the second single coupling 31 and the second double coupling 32, which are connected to the power output shaft 4 through the transmission assembly 5. This integrated transmission system reduces the number of independent transmission components required in traditional engines, thereby simplifying the engine structure and improving overall performance and reliability.

[0034] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0035] The embodiments described above are merely illustrative of the implementation of this utility model, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A horizontally-opposed internal combustion engine characterized by: The application relates to a double-cylinder engine, which comprises a plurality of double-cylinder, a first crankshaft, a second crankshaft and a power output shaft, the first crankshaft and the second crankshaft are symmetrically arranged opposite to the plurality of double-cylinder, the plurality of double-cylinder are arranged in parallel, first transmission pistons and second transmission pistons are slidably connected to opposite ends of the double-cylinder respectively, the first crankshaft and the second crankshaft are movably connected to the power output shaft through a transmission assembly, a plurality of first single shafts and a plurality of first double shafts are alternately arranged on the first crankshaft, a plurality of second single shafts and a plurality of second double shafts are alternately arranged on the second crankshaft, the first transmission pistons are movably connected to the first single shafts and the first double shafts respectively, the second transmission pistons are movably connected to the second single shafts and the second double shafts respectively, a sub-cylinder is arranged below the double-cylinder, the double-cylinder is communicated with the sub-cylinder, a third transmission piston is arranged in the sub-cylinder, two pairs of transmission frames are arranged in a staggered mode below the third transmission piston, opposite ends of the transmission frames are movably connected to the third transmission piston, the first double shaft and the second double shaft through transmission rods respectively.

2. The horizontally-opposed internal combustion engine according to claim 1, characterized by: An air inlet and an air outlet are arranged on the double-cylinder, the air inlet is arranged on a side wall of the double-cylinder, the air outlet is arranged on a top wall of the double-cylinder, a combustion chamber is arranged in the double-cylinder, the combustion chamber is located between the first transmission piston and the second transmission piston, the air inlet and the air outlet are communicated with the combustion chamber.

3. The horizontally-opposed internal combustion engine according to claim 1, characterized by: The first single shafts and the first double shafts are connected to the first transmission pistons through first piston rods respectively, the second double shafts and the second single shafts are connected to the second transmission pistons through second piston rods respectively, the first single shafts and the second double shafts or the first double shafts and the second single shafts are arranged on opposite sides of the same double-cylinder, the first single shafts and the second double shafts or the first double shafts and the second single shafts arranged on opposite sides of the same double-cylinder are arranged in the same height.

4. The horizontally-opposed internal combustion engine according to claim 1, characterized by: The transmission assembly comprises a first transmission mechanism and a second transmission mechanism which are arranged oppositely, the first transmission mechanism is movably connected to the first crankshaft, the second transmission mechanism is movably connected to the second crankshaft, and the first transmission mechanism and the second transmission mechanism are movably connected to the power output shaft.

5. The horizontally-opposed internal combustion engine according to claim 4, characterized by: The first transmission mechanism comprises a first transmission wheel and a second transmission wheel, the first transmission wheel is fixedly arranged on the first crankshaft, the second transmission wheel is fixedly arranged on the power output shaft, and the first transmission wheel is connected to the second transmission wheel through a first transmission belt.

6. The horizontally disposed internal combustion engine according to claim 5, characterized by: The second transmission mechanism comprises a driving gear, a driven gear, a transmission shaft, a third transmission wheel and a fourth transmission wheel, the driving gear is arranged on the second crankshaft, the transmission shaft is rotatably connected with the second transmission belt between the power output shaft and the second crankshaft, the driven gear is arranged on the transmission shaft, the driving gear is meshingly connected with the driven gear, the third transmission wheel is arranged on the transmission shaft away from the driven gear, the fourth transmission wheel is arranged on the power output shaft and located at an end of the power output shaft away from the second transmission wheel, and the third transmission wheel and the fourth transmission wheel are movably connected through the second transmission belt.

7. The horizontally disposed internal combustion engine according to claim 2, characterized by: The bottom wall of the bidirectional cylinder is provided with an air inlet branch, and the combustion chamber is communicated with the auxiliary cylinder through the air inlet branch.

8. The horizontally disposed internal combustion engine according to claim 1, characterized by: Two pairs of the transmission frames are respectively arranged on opposite sides below the bidirectional cylinders, and a fixing rod is arranged between the transmission frames on the same side.

9. The horizontally disposed internal combustion engine according to claim 1, characterized by: The number of the bidirectional cylinders is four.

10. The horizontally disposed internal combustion engine according to claim 1, characterized by: The third transmission piston is connected with the transmission rod through a third piston rod.

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