Scottish yoke internal combustion engines, vehicles, watercraft and aircraft
By using rolling bearings instead of sliding friction in the Scottish yoke internal combustion engine, the wear problem between the slider and the sliding groove was solved, enabling smooth movement under conditions without lubrication medium and improving the stability and lifespan of the equipment.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SYTECH POWERTRAIN TECH CO LTD (GUANGDONG)
- Filing Date
- 2025-06-30
- Publication Date
- 2026-06-09
AI Technical Summary
In Scottish yoke internal combustion engines, the friction pair between the slider and the sliding groove is prone to wear without forced lubrication, leading to lubrication failure and affecting the stability and lifespan of the equipment.
The first and second rolling bearings are respectively installed on both sides of the mounting hole and sliding groove of the slider, replacing the traditional sliding friction, to ensure smooth rotation and sliding between the connecting rod journal and the slider and between the slider and the sliding groove, and to maintain the lubrication effect through the lubricating medium and rolling friction.
Even in the absence of lubricating medium, the slider and connecting rod journal, as well as the slider and sliding groove, can still maintain smooth relative movement, which improves the stability and durability of the equipment and reduces friction loss.
Smart Images
Figure CN224339326U_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of internal combustion engine technology, and particularly relates to a Scottish yoke internal combustion engine, vehicles, ships and aircraft. Background Technology
[0002] In related technologies, combined Figure 1 As shown, in a Scottish yoke internal combustion engine, connecting rod 20′ reciprocates linearly with the piston. The crankshaft connection formed by the assembly of the two connecting rods 20′ has a sliding groove 211′. Slider 30′ is slidably disposed within the sliding groove 211′ and reciprocates linearly in the vertical direction. The connecting rod journal 11′ of the crankshaft is rotatably mounted on the slider 30′ and is sleeved with a bearing 26′. Thus, the linear motion of connecting rod 20′ is converted into the rotational motion of connecting rod journal 11′, i.e., the rotational motion of the crankshaft, which outputs power. When connecting rod 20′ moves horizontally to the left, the right side wall of sliding groove 211′ pushes slider 30′ to move synchronously to the left. Slider 30′ abuts against the right side wall of sliding groove 211′ and simultaneously slides vertically relative to the right side wall of sliding groove 211′, resulting in friction between slider 30′ and the right side wall of sliding groove 211′. When the connecting rod 20′ moves horizontally to the right, the left side wall of the sliding groove 211′ pushes the slider 30′ to move to the right in sync. The slider 30′ abuts against the left side wall of the sliding groove 211′ and slides vertically relative to the left side wall of the sliding groove 211′. The slider 30′ rubs against the left side wall of the sliding groove 211′.
[0003] Due to the reciprocating motion of slider 30′ and connecting rod 20′, the friction pair between slider 30′ and sliding groove 211′ slides in a reciprocating cycle. The two sides of slider 30′ alternately bear loads, and the oil film gap between slider 30′ and sliding groove 211′ changes continuously. The normal load borne by the oil film changes drastically, making it difficult to establish a stable and reliable oil film, which leads to easy wear of slider 30′.
[0004] Furthermore, the oil used to lubricate the bearing bush 26′ between the connecting rod journal 11′ and the slider 30′ of the crankshaft must maintain a predetermined oil pressure to achieve a stable and reliable lubrication effect. Once the oil pressure fails, lubrication will fail, and there will be no forced lubrication conditions, resulting in dry friction wear between the bearing bush 26′ and the connecting rod journal 11′, and between the slider 30′ and the connecting rod 20′. Utility Model Content
[0005] The purpose of this application is to provide a Scottish yoke internal combustion engine, vehicle, ship and aircraft, which aims to solve the problem of dry friction wear between bearing and connecting rod journal, and between slider and connecting rod in Scottish yoke internal combustion engines without forced lubrication.
[0006] To achieve the above objectives, according to the first aspect of this application, the technical solution adopted is: a Scottish yoke internal combustion engine, comprising:
[0007] The crankshaft has at least one connecting rod journal;
[0008] The connecting rod is provided with a crankshaft connection part, and the crankshaft connection part is provided with a sliding groove;
[0009] The slider is slidably positioned within the sliding groove.
[0010] The first rolling bearing is installed in the mounting hole of the slider, and the connecting rod journal and the slider are rotatably connected through the first rolling bearing;
[0011] Two second rolling bearings are respectively installed on both sides of the slider along its sliding direction in the sliding groove, and the slider is slidably installed in the sliding groove through the two second rolling bearings.
[0012] In some embodiments of this application, the first rolling bearing includes a complete circular bearing ring and a plurality of first rollers, which are rotatably mounted on the bearing ring and make rolling contact with the mounting hole walls of the connecting rod journal and the slider.
[0013] In some embodiments of this application, the first rolling bearing includes two opposing half bearings. Each half bearing includes a second arc-shaped plate and a plurality of first rollers. The two second arc-shaped plates are opposed to form a complete circular bearing ring. The plurality of first rollers are rotatably mounted on the second arc-shaped plate and make rolling contact with the mounting hole wall of the connecting rod journal and the slider.
[0014] In some embodiments of this application, the slider includes a first sub-block and a second sub-block, the first sub-block and the second sub-block are docked and fixedly connected, and two half-bearings are fixedly connected to the first sub-block and the second sub-block respectively.
[0015] In some embodiments of this application, a first gap for accommodating lubricating medium is provided between the bearing ring and the mounting hole wall of the slider.
[0016] In some embodiments of this application, the second rolling bearing includes a first fixed plate, a second fixed plate, and a plurality of second rollers. The first fixed plate is fixedly connected to the slider, the second fixed plate is snapped into and fixed to the first fixed plate, and the plurality of second rollers are rotatably mounted on the second fixed plate and make rolling contact with the groove wall of the sliding groove.
[0017] In some embodiments of this application, a second gap for accommodating lubricating medium is provided between the first fixing plate and the second fixing plate.
[0018] In some embodiments of this application, the crankshaft is provided with a first flow channel, which connects to the connecting rod journal and the first rolling bearing.
[0019] In some embodiments of this application, the bearing ring is provided with a second flow channel, one end of which is connected to the first gap, and the other end of which is directly opposite to and connected to the port of the first flow channel.
[0020] In some embodiments of this application, the slider is provided with a fourth flow channel, the first fixed plate is provided with a fifth flow channel, one end of the fourth flow channel is connected to the first gap, and the two ends of the fifth flow channel are respectively connected to the second gap and the other end of the fourth flow channel.
[0021] In some embodiments of this application, the first rolling bearing further includes an outer ring, a bearing ring is snapped and fixed to the outer ring, a plurality of first rollers roll in contact with the connecting rod journal and the inner wall of the outer ring, the outer ring is fixedly installed in the mounting hole of the slider, the outer ring is provided with a third flow channel, and the two ends of the third flow channel are respectively connected to the first gap and one end of the fourth flow channel.
[0022] In some embodiments of this application, the outer wall of the outer ring is provided with an annular groove, and the third flow channel communicates with the annular groove.
[0023] In some embodiments of this application, the connecting rod includes two connecting rod arms, each having a first end and a second end. The two first ends are fitted together to form a crankshaft connection portion, and the two second ends extend in opposite directions and are used to connect to a piston.
[0024] In some embodiments of this application, the wall of the sliding groove is provided with a limiting groove, and the second rolling bearing is limited in the limiting groove.
[0025] According to a second aspect of this application, a vehicle is provided. The vehicle includes the Scottish yoke internal combustion engine as described above.
[0026] According to a third aspect of this application, a vessel is provided. The vessel includes the aforementioned Scottish yoke internal combustion engine.
[0027] According to a fourth aspect of this application, an aircraft is provided. The aircraft includes the Scottish yoke internal combustion engine as described above.
[0028] This application has at least the following beneficial effects:
[0029] In the Scottish yoke internal combustion engine provided in this application, the connecting rod journal of the crankshaft is mounted to the mounting hole wall of the slider via a first rolling bearing, and second rolling bearings are mounted on both sides of the slider along its sliding direction in the sliding groove. The connecting rod has a crankshaft connecting portion, which has a sliding groove, and the slider is slidably disposed within the sliding groove. That is, the first rolling bearing assembly between the crankshaft connecting rod journal and the mounting hole wall of the slider achieves rolling friction instead of sliding friction via bearing assembly, and the second rolling bearing assembly between the side wall of the slider and the groove wall of the sliding groove achieves rolling friction instead of surface contact sliding friction. Thus, even if there is a lack of lubricating medium between the crankshaft connecting rod journal and the mounting hole wall of the slider, the first rolling bearing ensures smooth relative rotation between the connecting rod journal and the slider, and even if there is a lack of lubricating medium between the side wall of the slider and the groove wall of the sliding groove, the second rolling bearing ensures smooth relative sliding between the side wall of the slider and the groove wall of the sliding groove. Furthermore, with the combined action of sufficient lubricating medium and the rolling friction of the first rolling bearing, as well as the combined action of sufficient lubricating medium and the rolling friction of the second rolling bearing, the slider and the connecting rod journal are guaranteed to rotate smoothly relative to each other, thus ensuring that the slider slides smoothly relative to each other within the sliding groove. Attached Figure Description
[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0031] Figure 1 This is a partial sectional view of the connecting rod, slider, and crankshaft of a prior art Scottish yoke internal combustion engine.
[0032] Figure 2 This is a schematic diagram of the assembly structure of the connecting rod, slider, first rolling bearing, second rolling bearing, piston, and cylinder block of the Scottish yoke internal combustion engine according to an embodiment of this application.
[0033] Figure 3 for Figure 2 A partial sectional view along the AA direction;
[0034] Figure 4 for Figure 3 Enlarged view of point B in the middle;
[0035] Figure 5 This is a schematic diagram of the assembly structure of the first rolling bearing of the Scottish yoke internal combustion engine according to an embodiment of this application;
[0036] Figure 6This is a perspective view of a Scottish yoke internal combustion engine according to an embodiment of this application;
[0037] Figure 7 for Figure 6 The diagram shown is a front view of a Scottish yoke internal combustion engine.
[0038] Figure 8 for Figure 7 A top view schematic diagram of a Scottish yoke internal combustion engine is shown;
[0039] Figure 9 for Figure 7 A schematic diagram of the Scottish yoke internal combustion engine shown from the left.
[0040] Figure 10 for Figure 7 Cross-sectional view along the CC direction;
[0041] Figure 11 for Figure 8 Cross-sectional view along the DD direction;
[0042] Figure 12 for Figure 9 Cross-sectional view along the EE direction;
[0043] Figure 13 A schematic diagram of the crankshaft structure of the Scottish yoke internal combustion engine according to an embodiment of this application. Figure 1 ;
[0044] Figure 14 A schematic diagram of the crankshaft structure of the Scottish yoke internal combustion engine according to an embodiment of this application. Figure 2 ;
[0045] Figure 15 for Figure 13 Cross-sectional view along the FF direction.
[0046] The figures in the diagram are labeled as follows:
[0047] 10. Crankshaft; 11. Connecting rod journal; 12. First flow channel; 13. Main journal; 14. Counterweight;
[0048] 20. Connecting rod; 21. Crankshaft connection; 211. Sliding groove; 212. Limiting groove; 22. Connecting rod arm; 221. First end; 222. Second end;
[0049] 30. Slider; 31. First sub-block; 32. Second sub-block; 33. Fourth flow channel;
[0050] 40. First rolling bearing; 41. Outer ring; 411. Annular groove; 42. Half bearing; 421. First arc-shaped plate; 422. Second arc-shaped plate; 423. First roller; 424. First clearance; 425. Second flow channel; 426. Third flow channel; 43. Bearing ring;
[0051] 50. Second rolling bearing; 51. First fixed plate; 52. Second fixed plate; 53. Second roller; 54. Second clearance; 55. Fifth flow channel;
[0052] 60. Piston;
[0053] 71. Crankcase; 72. Cylinder block; 721. Cylinder chamber; 722. Top dead center; 723. Bottom dead center; 73. Cylinder head; 731. Intake manifold; 732. Exhaust manifold. Detailed Implementation
[0054] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.
[0055] In the description of this application, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0056] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.
[0057] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0058] like Figures 2 to 4 As shown, the Scottish yoke internal combustion engine provided in the embodiments of this application includes a crankshaft 10, a connecting rod 20, a slider 30, a first rolling bearing 40, and two second rolling bearings 50. Figures 13 to 15 As shown, the crankshaft 10 is provided with at least one connecting rod journal 11. (As indicated...) Figure 2 As shown, the connecting rod 20 is provided with a crankshaft connecting part 21, and the crankshaft connecting part 21 is provided with a sliding groove 211, in which the slider 30 is slidably disposed. Figures 3 to 5 As shown, the first rolling bearing 40 is installed in the mounting hole of the slider 30, and the connecting rod journal 11 and the slider 30 are rotatably connected through the first rolling bearing 40. Figure 3 and Figure 4 As shown, two second rolling bearings 50 are respectively installed on both sides of the slider 30 along its sliding direction in the sliding groove 211, and the slider 30 is slidably installed in the sliding groove 211 by the two second rolling bearings 50.
[0059] In the Scottish yoke internal combustion engine provided in this application, the connecting rod journal 11 of the crankshaft 10 is mounted to the mounting hole wall of the slider 30 via a first rolling bearing 40. Furthermore, the slider 30 is mounted with second rolling bearings 50 on both sides along its sliding direction in the sliding groove 211. The connecting rod 20 has a crankshaft connecting portion 21, which has a sliding groove 211, and the slider 30 is slidably disposed within the sliding groove 211. That is, the first rolling bearing 40 achieves rolling friction between the connecting rod journal 11 of the crankshaft 10 and the mounting hole wall of the slider 30, replacing the sliding friction achieved through bearing assembly. The second rolling bearings 50 achieve rolling friction between the side wall of the slider 30 and the groove wall of the sliding groove 211, replacing surface contact sliding friction. Thus, even if there is a lack of lubricating medium between the connecting rod journal 11 of the crankshaft 10 and the mounting hole wall of the slider 30, the first rolling bearing 40 ensures smooth relative rotation between the connecting rod journal 11 and the slider 30. Similarly, even if there is a lack of lubricating medium between the side wall of the slider 30 and the groove wall of the sliding groove 211, the second rolling bearing 50 ensures smooth relative sliding between them. Furthermore, with sufficient lubricating medium and the rolling friction of the first rolling bearing 40, and with sufficient lubricating medium and the rolling friction of the second rolling bearing 50, smooth relative rotation between the slider 30 and the connecting rod journal 11 is ensured, thus ensuring smooth relative sliding of the slider 30 within the sliding groove 211.
[0060] In some embodiments of the Scottish yoke internal combustion engine of this application, the crankshaft 10 is further provided with a main journal 13 and a counterweight 14. The main journal 13 and the counterweight 14 are manufactured as the first component of the crankshaft 10, and the connecting rod journal 11 is manufactured as the second component of the crankshaft 10. One connecting rod journal 11 corresponds to two first components. The crankshaft 10 is assembled with the connecting rod journal 11 and the two first components using a segmented assembly process. In this embodiment, the first rolling bearing 40 includes a complete circular bearing ring 43 and a plurality of first rollers 423. The plurality of first rollers 423 are rotatably mounted on the bearing ring 43. The plurality of first rollers 423 roll in contact with the mounting hole wall of the connecting rod journal 11 and the slider 30, that is, the connecting rod journal 11 of the crankshaft 10 and the mounting hole wall of the slider 30 are assembled through the first rolling bearing 40. During assembly, the first rolling bearing 40 is fitted onto the connecting rod journal 11, and then the first rolling bearing 40 and the connecting rod journal 11 are assembled together into the mounting hole of the slider 30. The two first components are then positioned at both ends of the connecting rod journal 11. The ends of the connecting rod journal 11 and the first components can be assembled using a spline fit, specifically an interference fit. Furthermore, in this embodiment, the slider 30 is a single integral slider, with a mounting hole in its center.
[0061] In some other embodiments of the Scottish yoke internal combustion engine of this application, the crankshaft 10 is a one-piece component, that is, the main journal 13, the counterweight 14, and the connecting rod journal 11 of the crankshaft 10 are one-piece components, for example, manufactured using a forging process. In this embodiment, in order to smoothly install the first rolling bearing 40 onto the connecting rod journal 11, such as... Figure 2 , Figure 3 and Figure 5 As shown, the first rolling bearing 40 includes two opposing half-bearings 42, which are mated together to form a complete circular bearing, thereby clamping onto the connecting rod journal 11. Wherein, as... Figure 2 , Figure 3 and Figure 5 As shown, each half-bearing 42 includes a second arc-shaped plate 422 and a plurality of first rollers 423. In each half-bearing 42, the plurality of first rollers 423 are rotatably mounted on the second arc-shaped plate 422. When the two half-bearings 42 are mated and clamped onto the connecting rod journal 11, the two second arc-shaped plates 422 are mated to form a complete circular bearing ring 43. Furthermore, the plurality of first rollers 423 make rolling contact with the mounting hole walls of the connecting rod journal 11 and the slider 30. That is, the plurality of first rollers 423 cooperate with the mounting hole walls of the connecting rod journal 11 and the slider 30 through rolling friction, which greatly reduces the coefficient of friction between the two.
[0062] The following section uses the crankshaft 10, which is a single-piece component, as an example to illustrate other structural designs.
[0063] In the Scottish yoke internal combustion engine provided in the embodiments of this application, such as Figure 2 , Figure 3 and Figure 12 As shown, the slider 30 includes a first sub-block 31 and a second sub-block 32. The first sub-block 31 and the second sub-block 32 are mated and fixedly connected. Two half-bearings 42 are respectively fixedly connected to the first sub-block 31 and the second sub-block 32. That is, before assembling the slider 30 to the connecting rod journal 11, the two half-bearings 42 are first installed and fixed on the first sub-block 31 and the second sub-block 32 respectively. Then, the first sub-block 31 and the second sub-block 32 are mated and fixed by bolts, so that the two half-bearings 42 are mated together to form a complete circular bearing. Furthermore, before assembling the slider 30 to the connecting rod journal 11, two second rolling bearings 50 are also installed and fixed on the side walls of the first sub-block 31 and the second sub-block 32 respectively.
[0064] like Figure 3 and Figure 4As shown, there is a first gap 424 between the bearing ring 43 and the mounting hole wall of the slider 30 for accommodating the lubricating medium. That is, during the normal operation of the Scottish yoke internal combustion engine, the first gap 424 between the first arc plate 421 and the second arc plate 422 will be filled with the lubricating medium, which will always lubricate the first roller 423, so that the first roller 423 will always maintain a smooth rolling state.
[0065] like Figure 3 and Figure 4 As shown, the second rolling bearing 50 includes a first fixed plate 51, a second fixed plate 52, and a plurality of second rollers 53. Before assembling the second rolling bearing 50 onto the slider 30, the second rolling bearing 50 is first assembled, with the second fixed plate 52 snapped into and fixed to the first fixed plate 51, and the plurality of second rollers 53 rotatably mounted on the second fixed plate 52. When assembling the second rolling bearing 50 onto the slider 30, the first fixed plate 51 is fixedly connected to the slider 30; that is, the first fixed plate 51 of one second rolling bearing 50 is fixedly mounted on the side wall of the first sub-block 31, and the first fixed plate 51 of the other second rolling bearing 50 is fixedly mounted on the side wall of the second sub-block 32. When the slider 30 is installed into the sliding groove 211, the plurality of second rollers 53 roll in contact with the groove wall of the sliding groove 211. Thus, the plurality of second rollers 53 and the groove wall of the sliding groove 211 engage in rolling friction, greatly reducing the coefficient of friction between them.
[0066] like Figure 3 and Figure 4 As shown, there is a second gap 54 between the first fixed plate 51 and the second fixed plate 52 for accommodating the lubricating medium. That is, during the normal operation of the Scottish yoke internal combustion engine, the second gap 54 between the first fixed plate 51 and the second fixed plate 52 will be filled with the lubricating medium, which will always lubricate the second roller 53, so that the second roller 53 will always maintain a smooth rolling state.
[0067] In this Scottish yoke internal combustion engine, such as Figure 3 , Figure 4 , Figures 13 to 15 As shown, the crankshaft 10 is provided with a first flow channel 12, which connects to the connecting rod journal 11 and the first rolling bearing 40. Thus, during the operation of the Scottish yoke internal combustion engine, oil is pumped into the first flow channel 12 and delivered to the space between the first rolling bearing 40 and the connecting rod journal 11 by an oil pump, thereby lubricating the first roller 423 and ensuring smooth relative rotation between the first roller 423 and the connecting rod journal 11.
[0068] Specifically, such as Figures 3 to 5As shown, the second arc-shaped plate 422 is provided with a second flow channel 425 (i.e., the bearing ring 43 is provided with a second flow channel 425). One end of the second flow channel 425 is connected to the first gap 424, and the other end of the second flow channel 425 is directly opposite to and connected to the port of the first flow channel 12. That is to say, the oil flowing in the first flow channel 12 will flow into the second flow channel 425, and then the oil will flow into the first gap 424 and fill the first gap 424. Thus, the oil always wets the first roller 423, that is, the first roller 423 is always covered with a reliable oil film, so the first roller 423 and the connecting rod journal 11 are always in an effective lubrication state. Furthermore, in conjunction with the rolling friction between the first roller 423 and the connecting rod journal 11, the first roller 423 and the connecting rod journal 11 always maintain a smooth relative rotation state.
[0069] like Figure 3 and Figure 4 As shown, the slider 30 is provided with a fourth flow channel 33, and the first fixed plate 51 is provided with a fifth flow channel 55. One end of the fourth flow channel 33 is connected to the first gap 424, and the two ends of the fifth flow channel 55 are connected to the second gap 54 and the other end of the fourth flow channel 33, respectively. During the normal operation of the Scottish yoke internal combustion engine, the oil flowing into and filling the first gap 424 will continue to flow into the fourth flow channel 33. The oil flowing in the fourth flow channel 33 will flow into the fifth flow channel 55, and then the oil will flow into and fill the second gap 54. Thus, the oil always wets the second roller 53, that is, the second roller 53 is always covered with a reliable oil film. Therefore, the second roller 53 and the groove wall of the sliding groove 211 are always in an effective lubrication state, so that the two can always slide smoothly relative to each other.
[0070] like Figure 3 and Figure 4 As shown, the first rolling bearing 40 also includes an outer ring 41. When the crankshaft 10 is a component assembled using a segmented assembly process, the outer ring 41 is a complete circular steel ring. The outer ring 41 is fixedly installed in the mounting hole of the slider 30, and the bearing ring 43 is snapped and fixed inside the outer ring 41. Multiple first rollers 423 make rolling contact with the connecting rod journal 11 and the inner wall of the outer ring 41. When the crankshaft 10 is a one-piece molded component, the outer ring 41 is formed by two first arc-shaped plates 421 joined together to form a complete circular steel ring. Two second arc-shaped plates 422 are correspondingly and fixedly embedded in the two first arc-shaped plates 421. The outer ring 41 is fixedly installed in the mounting hole of the slider 30. Multiple first rollers 423 roll in contact with the connecting rod journal 11 and the inner wall of the outer ring 41. Furthermore, the first arc-shaped plate 421 is provided with a third flow channel 426 (i.e., the outer ring 41 is provided with a third flow channel 426), and the two ends of the third flow channel 426 are respectively connected to the first gap 424 and one end of the fourth flow channel 33. The outer ring 41 can enhance the compactness and stability of the overall assembly of the first rolling bearing 40.
[0071] To improve the efficiency of oil delivery to the second rolling bearing 50 and ensure sufficient oil lubrication for the second roller 53, such as... Figure 5 As shown, the outer ring 41 is provided with an annular groove 411, and the third flow channel 426 connects to the annular groove 411. In this way, the oil flowing into the annular groove 411 through the first flow channel 12, the second flow channel 425, the first gap 424 and the third flow channel 426 will always fill the annular groove 411. Then, the oil in the annular groove 411 will continuously flow along the fourth flow channel 33 and the fifth flow channel 55 into the second gap 54 and fill the second gap 54. Thus, the oil always wets the second roller 53, that is, the second roller 53 is always covered with a reliable oil film. Therefore, the second roller 53 and the groove wall of the sliding groove 211 are always in an effective lubrication state, ensuring sufficient oil for the lubrication effect of the second roller 53.
[0072] Regardless of whether the crankshaft 10 is a one-piece component or assembled using a segmented assembly process, in this Scottish yoke internal combustion engine, the first gap 424 is filled with a paste-like lubricating grease. This grease effectively lubricates the first roller 423, and, combined with the rolling friction between the first roller 423 and the connecting rod journal 11, ensures a smooth relative rotation between them. In this embodiment, the crankshaft 10, the first rolling bearing 40, and the slider 30 do not require flow channels to deliver lubricating oil. Instead, after the Scottish yoke internal combustion engine has been running normally for a period of time, the first rolling bearing 40 needs regular maintenance, which involves periodically replenishing the first gap 424 with lubricating grease to ensure effective lubrication of the first roller 423. Furthermore, the second gap 54 is filled with a paste-like lubricating grease, which effectively lubricates the second roller 53. Combined with the rolling friction between the second roller 53 and the wall of the sliding groove 211, this ensures a smooth relative rotation between the second roller 53 and the groove wall. In this embodiment, the second rolling bearing 50 does not require a flow channel to deliver lubricating oil. Instead, after the Scottish yoke internal combustion engine has been running normally for a period of time, the second rolling bearing 50 needs to be periodically maintained, which involves periodically replenishing the second gap 54 with lubricating grease to ensure effective lubrication of the second roller 53.
[0073] In the Scottish yoke internal combustion engine provided in the embodiments of this application, such as Figure 2 , Figure 3 , Figure 10 and Figure 12As shown, the connecting rod 20 includes two connecting rod arms 22, each having a first end 221 and a second end 222. The two first ends 221 are fitted together to form a crankshaft connecting portion 21 and a sliding groove 211. That is, when the slider 30 is fitted into the sliding groove 211, the first end 221 of one of the two connecting rod arms 22 abuts against one of the second rolling bearings 50 on the slider 30, and the first end 221 of the other connecting rod arm 22 abuts against the other second rolling bearing 50 on the slider 30. At this time, the two first ends 221 are joined together to form the crankshaft connecting portion 21 and the sliding groove 211. Then, the two first ends 221 are fixed by bolt connection. Furthermore, the two second ends 222 extend in opposite directions, meaning that the central axes of the two connecting rod arms 22 are located on the same straight line (i.e., coaxial). The second ends 222 of the connecting rod arms 22 are used to connect the pistons 60, that is, one connecting rod journal 11 corresponds to two pistons 60. In other words, the Scottish yoke internal combustion engine is a two-cylinder Scottish yoke internal combustion engine, a four-cylinder Scottish yoke internal combustion engine, a six-cylinder Scottish yoke internal combustion engine, an eight-cylinder Scottish yoke internal combustion engine, etc.
[0074] To ensure the stable sliding of slider 30 within sliding groove 211, such as Figure 2 As shown, the sliding groove 211 has a limiting groove 212 on its groove wall. The second rolling bearing 50 is limited in the limiting groove 212. Specifically, the groove wall of the limiting groove 212 blocks the second fixed plate 52, thereby stably and reliably limiting the second rolling bearing 50 within the limiting groove 212. Furthermore, when the slider 30 reciprocates within the sliding groove 211, the limiting groove 212 also guides the second rolling bearing 50, preventing the slider 30 from shifting relative to the crankshaft connection 21 or even disengaging from the sliding groove 211, thus ensuring that the slider 30 reciprocates stably within the sliding groove 211.
[0075] The embodiments of this application provide a Scottish yoke internal combustion engine, using a two-cylinder Scottish yoke internal combustion engine as an example for illustration. Figures 6 to 15As shown. The Scottish yoke internal combustion engine includes a cylinder block assembly, which has a crankcase 71 and a cylinder block 72 fixedly mounted on the crankcase 71. The cylinder block 72 has a cylinder chamber 721, which communicates with the crankcase 71. The two main journals 13 of the crankshaft 10 are rotatably mounted on the crankcase 71. The second end 222 of the connecting rod arm 22 extends into the cylinder chamber 721. The piston 60 is slidably mounted in the cylinder chamber 721. The piston 60 and the second end 222 of the connecting rod arm 22 are rotatably connected by a piston pin. The air-fuel mixture burns in the cylinder chamber 721 and does work on the piston 60, causing the piston 60 to slide in the cylinder chamber 721. The piston 60 then drives the connecting rod arm 22. Since a slider 30 is slidably fitted in the sliding groove 211 formed by the first ends 221 of the two connecting rod arms 22, and the connecting rod journal 11 of the crankshaft 10 is rotatably connected to the slider 30, the linear motion of the connecting rod arm 22 is converted into the rotational motion of the crankshaft 10. The rotating crankshaft 10 outputs driving torque. When the piston 60 slides in the cylinder chamber 721, the piston 60 has a bottom dead center 723 near the crankshaft 10 and a top dead center 722 far from the crankshaft 10. In other words, the piston 60 reciprocates between the top dead center 722 and the bottom dead center 723 in the cylinder chamber 721, converting the heat energy generated by the combustion of the air-fuel mixture into the rotational mechanical energy of the crankshaft 10, which outputs driving torque outward through the crankshaft 10.
[0076] In some embodiments of the Scottish yoke internal combustion engine of this application, the piston 60 reciprocates once between the top dead center 722 and the bottom dead center 723 to complete one working cycle. That is, the piston 60 completes the four processes of intake, compression, power and exhaust within two strokes (one revolution of the crankshaft 10) in the cylinder chamber 721. The internal combustion engine is a horizontally opposed twin-cylinder two-stroke Scottish yoke internal combustion engine.
[0077] In some other embodiments of the Scottish yoke internal combustion engine of this application, the piston 60 reciprocates twice between the top dead center 722 and the bottom dead center 723 to complete one working cycle. That is, the piston 60 completes the four processes of intake, compression, power and exhaust within four strokes (two revolutions of the crankshaft 10) in the cylinder chamber 721. The piston 60 completes one process in one stroke. The internal combustion engine is a horizontally opposed twin-cylinder four-stroke Scottish yoke internal combustion engine.
[0078] like Figures 6 to 10 , Figure 12As shown, the internal combustion engine also includes a cylinder head 73, which covers the side of the cylinder block 72 away from the crankcase 71, thereby sealing the cylinder chamber 721. When the piston 60 moves to top dead center 722, the inner wall of the cylinder head 73, the top wall of the piston 60, and the corresponding inner wall of the cylinder chamber 721 form a combustion chamber for the air-fuel mixture. The cylinder head 73 is provided with an intake passage 731 and an exhaust passage 732 that communicate with the cylinder chamber 721. During the intake process, the air-fuel mixture enters the cylinder chamber 721 from the intake passage 731, at which time the exhaust passage 732 is closed; during the exhaust process, the exhaust gas after combustion is discharged from the cylinder chamber 721 from the exhaust passage 732, at which time the intake passage 731 is closed.
[0079] like Figures 13 to 15 As shown, the multiple counterweights 14 of the crankshaft 10 of the Scottish yoke internal combustion engine are arranged symmetrically with respect to the midpoint of the central axis of the crankshaft 10. Furthermore, the connecting rod journal 11 and its corresponding two counterweights 14 are located on opposite sides of the central axis of the crankshaft 10, meaning one connecting rod journal 11 corresponds to two counterweights 14. The main function of the counterweights 14 is to balance the rotational centrifugal force and torque of the crankshaft 10, and sometimes also to balance the reciprocating inertial force and torque of the connecting rod 20. By properly arranging the counterweights 14, the load on the main bearings (i.e., the bearing bushes corresponding to the main journal 13), the first rolling bearing 40, and the second rolling bearing 50 can be reduced, making the crankshaft 10 rotate more smoothly, and thus making the overall operation of the Scottish yoke internal combustion engine more stable.
[0080] According to a second aspect of this application, a vehicle is provided. This vehicle includes the Scottish yoke internal combustion engine as described above. The Scottish yoke internal combustion engine provided in the embodiments of this application can be applied to assembly production vehicles, such as motorcycles or automobiles, especially range-extended electric vehicles (REEVs). A range-extended electric vehicle (REEV) is a new energy vehicle that combines electric drive and internal combustion engine technologies, adapting to the current development trend of new energy vehicles.
[0081] When the aforementioned Scottish yoke internal combustion engine is used in the assembly and production of range-extended electric vehicles, the two ends of the crankshaft 10 are respectively configured as a first output end and a second output end. The first and second output ends have identical structural dimensions and strengths, ensuring that the output efficiency of the drive torque from both ends is consistent. In other words, the Scottish yoke internal combustion engine can simultaneously output the same drive torque from both ends, enabling it to simultaneously output drive torque to more power-generating devices and enhancing its adaptability to the development trend of range-extended drive systems. The Scottish yoke internal combustion engine can select either the first or second output end for directly outputting drive torque to drive the walking system, or it can use the other output end to output drive torque to the rotor of the generator in the electric drive system to generate electricity.
[0082] In range-extended electric vehicles (REEVs), when the battery pack of the electric drive system is fully charged, the vehicle relies entirely on the electrical energy stored in the battery, without burning a mixture of fuel and gas, and uses the drive motor to provide power, achieving zero-emission pure electric drive. This mode is suitable for daily urban commuting, is environmentally friendly, and offers rapid acceleration. When the battery pack's charge drops to a set threshold, the range extender (consisting of a Scottish yoke internal combustion engine and a generator) starts. The first output of the Scottish yoke internal combustion engine drives the generator to produce electricity, which is used to drive the vehicle and charge the battery pack. When the road demand is high, the battery pack and the range extender work together. In the embodiments of this application, the second output of the Scottish yoke internal combustion engine directly transmits power to the gearbox through a clutch and transmission system to directly drive the drive system. That is, the electric drive system and the mechanical drive system work together to drive the drive system, thereby providing sufficient power.
[0083] According to a third aspect of this application, a vessel is provided. The vessel includes a Scottish yoke internal combustion engine as described above. The Scottish yoke internal combustion engine provided in the embodiments of this application can be used in the assembly and production of speedboats, motorboats, small yachts, and small boats for lake travel.
[0084] According to a fourth aspect of this application, an aircraft is provided. The aircraft includes the Scottish yoke internal combustion engine as described above. The aircraft in the embodiments of this application is a small aircraft, such as a small helicopter (which may be a manned helicopter or an unmanned helicopter, especially a cargo-carrying unmanned helicopter), a quadcopter drone, a fixed-wing drone, etc.
[0085] When the aircraft in the embodiments of this application is a helicopter, it is preferable to assemble it with a four-cylinder Scottish yoke internal combustion engine, with a total takeoff weight of 600 kg. The crankshaft 10 has a first output end and a second output end at its two ends, respectively. The first and second output ends have the same structural dimensions and strength, ensuring that the output efficiency of the driving torque from both ends is consistent. Therefore, the Scottish yoke internal combustion engine can simultaneously output the same driving torque from both the first and second output ends. In this case, one of the first and second output ends is used to drive the main propeller, and the other is used to drive the tail rotor. Taking the first output end driving the main propeller and the second output end driving the tail rotor as an example, the first output end is connected to the main propeller via a clutch and a turboshaft transmission device, thereby transmitting the driving torque output from the first output end and driving the main propeller to rotate. The second output end is connected to the tail rotor via a clutch and a transmission structure, thereby transmitting the driving torque output from the second output end and driving the tail rotor to rotate.
[0086] When the aircraft in the embodiments of this application is a quadcopter UAV, a hybrid drive system of electric start and hydraulic propulsion is adopted to save fuel. Specifically, electric start means using electric drive to rotate the rotors for vertical takeoff, while hydraulic propulsion means using the Scottish yoke internal combustion engine to directly output drive torque to drive the rotors for flight. The two ends of the crankshaft 10 are respectively set as a first output end and a second output end, and the first output end and the second output end have the same structural dimensions and structural strength, so that the output efficiency of the drive torque output by the first output end and the second output end is consistent. The Scottish yoke internal combustion engine can output the same drive torque simultaneously through both the first output end and the second output end. Therefore, the quadcopter UAV only needs one Scottish yoke internal combustion engine, that is, the first output end is responsible for transmitting drive torque to two rotors individually or simultaneously, and the second output end is responsible for transmitting drive torque to the other two rotors individually or simultaneously (the transmission of drive torque can be achieved by controlling the engagement or disengagement of the clutches corresponding to each rotor). In this quadcopter UAV, each of the four rotors corresponds to one motor, and the high-power rotation output of the motor is used to achieve loaded takeoff. Furthermore, during flight, the motors that drive the rotors are converted into generators, which charge the battery packs and make full use of energy.
[0087] When the aircraft in the embodiments of this application is a fixed-wing unmanned aerial vehicle (UAV), it is preferable to assemble it with a four-cylinder Scottish yoke internal combustion engine, and the total takeoff weight can reach 1000 kg. The drive can be achieved by the Scottish yoke internal combustion engine directly outputting drive torque, or by generating electricity using the Scottish yoke internal combustion engine for pure electric drive, or by a hybrid drive combining direct torque output and electric drive. See the above description for further details.
[0088] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. A Scottish yoke internal combustion engine, characterized in that, include: The crankshaft has at least one connecting rod journal; The connecting rod is provided with a crankshaft connecting part, and the crankshaft connecting part is provided with a sliding groove; The slider is slidably disposed within the sliding groove; A first rolling bearing is installed in the mounting hole of the slider, and the connecting rod journal and the slider are rotatably connected through the first rolling bearing; Two second rolling bearings are respectively installed on both sides of the slider along its sliding direction in the sliding groove, and the slider is slidably installed in the sliding groove through the two second rolling bearings.
2. The Scottish yoke internal combustion engine according to claim 1, characterized in that, The first rolling bearing includes a complete circular bearing ring and a plurality of first rollers, which are rotatably mounted on the bearing ring and make rolling contact with the connecting rod journal and the mounting hole wall of the slider.
3. The Scottish yoke internal combustion engine according to claim 1, characterized in that, The first rolling bearing includes two opposing half bearings. Each half bearing includes a second arc-shaped plate and a plurality of first rollers. The two second arc-shaped plates are opposed to form a complete circular bearing ring. The plurality of first rollers are rotatably mounted on the second arc-shaped plates and are in rolling contact with the connecting rod journal and the mounting hole wall of the slider.
4. The Scottish yoke internal combustion engine according to claim 3, characterized in that, The slider includes a first sub-block and a second sub-block. The first sub-block and the second sub-block are docked and fixedly connected. The two half-bearings are respectively fixedly connected to the first sub-block and the second sub-block in a one-to-one correspondence.
5. The Scottish yoke internal combustion engine according to claim 2 or 3, characterized in that, There is a first gap between the bearing ring and the mounting hole wall of the slider for accommodating the lubricating medium.
6. The Scottish yoke internal combustion engine according to claim 5, characterized in that, The second rolling bearing includes a first fixed plate, a second fixed plate, and a plurality of second rollers. The first fixed plate is fixedly connected to the slider, the second fixed plate is snapped into the first fixed plate, and the plurality of second rollers are rotatably mounted on the second fixed plate. The plurality of second rollers are in rolling contact with the groove wall of the sliding groove.
7. The Scottish yoke internal combustion engine according to claim 6, characterized in that, There is a second gap between the first fixing plate and the second fixing plate for accommodating the lubricating medium.
8. The Scottish yoke internal combustion engine according to claim 7, characterized in that, The crankshaft is provided with a first flow channel, which connects to the connecting rod journal and the first rolling bearing.
9. The Scottish yoke internal combustion engine according to claim 8, characterized in that, The bearing ring is provided with a second flow channel, one end of which is connected to the first gap, and the other end of which is directly opposite to and connected to the port of the first flow channel.
10. The Scottish yoke internal combustion engine according to claim 9, characterized in that, The slider is provided with a fourth flow channel, and the first fixed plate is provided with a fifth flow channel. One end of the fourth flow channel is connected to the first gap, and the two ends of the fifth flow channel are respectively connected to the second gap and the other end of the fourth flow channel.
11. The Scottish yoke internal combustion engine according to claim 10, characterized in that, The first rolling bearing further includes an outer ring, the bearing ring is snapped and fixed to the outer ring, the plurality of first rollers are in rolling contact with the connecting rod journal and the inner wall of the outer ring, the outer ring is fixedly installed in the mounting hole of the slider, the outer ring is provided with a third flow channel, and the two ends of the third flow channel are respectively connected to the first gap and one end of the fourth flow channel.
12. The Scottish yoke internal combustion engine according to claim 11, characterized in that, The outer wall of the outer ring is provided with an annular groove, and the third flow channel is connected to the annular groove.
13. The Scottish yoke internal combustion engine according to any one of claims 1-4, characterized in that, The connecting rod includes two connecting rod arms, each having a first end and a second end. The two first ends are fitted together to form the crankshaft connection portion, and the two second ends extend in opposite directions. The second ends are used to connect to the piston.
14. The Scottish yoke internal combustion engine according to claim 13, characterized in that, The sliding groove has a limiting groove on its wall, and the second rolling bearing is limited to the limiting groove.
15. A vehicle, characterized in that, Including the Scottish yoke internal combustion engine as described in any one of claims 1-14.
16. A ship, characterized in that, Including the Scottish yoke internal combustion engine as described in any one of claims 1-14.
17. An aircraft, characterized in that, Including the Scottish yoke internal combustion engine as described in any one of claims 1-14.