Dual-crankshaft piston engine

Abstract

A dual-crankshaft piston engine, comprising cylinder assemblies (10) and a dual-crankshaft transmission system (20), wherein each cylinder assembly (10) comprises a cylinder block (11), a power piston (13) and a gas distribution piston (14), and an intake valve (12) is provided at the top of the cylinder block (11); the power piston (13) is mounted in the cylinder block (11), and forms a combustion chamber (111) with the inner wall of the cylinder block (11) located above the power piston (13); the gas distribution piston (14) is mounted in the cylinder block (11) and located below the power piston (13), and the space between the gas distribution piston (14) and the power piston (13) is a compression chamber (112); the power piston (13) is provided with a first vent hole (135) and a first exhaust valve (132), and the first exhaust valve (132) is used for controlling the on-off of the first vent hole (135); and the gas distribution piston (14) is provided with a second vent hole (145) and a second exhaust valve (142), and the second exhaust valve (142) is used for controlling the on-off of the second vent hole (145). The dual-crankshaft transmission system (20) comprises a dual crankshaft and a plurality of rhombic transmission mechanisms (3). Each rhombic transmission mechanism (3) is connected to the gas distribution piston (14) and the power piston (13) by means of a gas distribution piston rod (32) and a power piston rod (31) which are sleeved, respectively. The dual-crankshaft piston engine distributes the force on a crankcase is dispersed, reduces the strength requirements for the crankshaft and the crankcase, and broadens the operating conditions to which the piston engine is adapted.

Description

A double-crankshaft piston engine TECHNICAL FIELD

[0001] The present application relates to the technical field of fuel engines, in particular to a double-crankshaft piston engine. BACKGROUND

[0002] The working principle of the piston crude oil engine is as follows:

[0003] The piston crude oil engine is composed of a working cylinder body, a working piston, and so-called five systems and two mechanisms, namely, a lubricating system, a cooling water circulation system, an oil injection system, a starting system, and a crank push rod mechanism, and a valve train mechanism.

[0004] The working principle of the crude oil engine is divided into four stages: intake, compression, work, and exhaust, which are called four strokes. After the cylinder is filled with air, the fuel system sprays oil to form a mixture of combustible gas, and the starting motor and flywheel inertia force drive the crank push rod mechanism and the piston to compress the combustible gas. High temperature and high pressure are generated, which makes the combustible gas sprayed by the atomized fuel burn and expand, and the pressure directly acts on the piston to push the piston to move at high speed along the cylinder in a straight line. Then, the linear motion of the piston is converted into the rotary motion of the crank through the crank push rod mechanism, thereby outputting mechanical work.

[0005] Intake stage: the crankshaft drives the piston to move from the top dead center to the bottom dead center, and the intake valve is opened while the exhaust valve is closed. As the piston descends, the volume of the cylinder increases, forming a negative pressure state. External air is sucked into the cylinder.

[0006] Compression stage: the piston moves from the bottom dead center to the top dead center under the drive of the crankshaft, and both the intake and exhaust valves are closed. During the upward movement of the piston, the volume of the gas in the cylinder decreases, and the gas is compressed, resulting in a sharp rise in the pressure and temperature in the cylinder.

[0007] Work stage: when the temperature and pressure in the cylinder reach a peak, far higher than the ignition point of crude oil, the fuel injection nozzle sprays fuel into the cylinder. In the high temperature and high pressure environment, the fuel mixes with air and ignites rapidly, pushing the piston to move downward. In turn, the push rod drives the crankshaft to rotate, realizing the output of power.

[0008] Exhaust stage: the exhaust valve is opened, and the piston moves from the bottom dead center to the top dead center under the drive of the crankshaft. As the piston moves upward, the exhaust gas in the cylinder is discharged, preparing for the next working cycle.

[0009] Problems:

[0010] However, the combustion speed of crude oil is slow, which limits the minimum time of each cycle and in turn limits the maximum speed of the crude oil engine. Crude oil fuel can only be fully burned under a few working conditions, and cannot efficiently adapt to various complex working conditions.

[0011] Rhomboid transmission mechanism:

[0012] The rhomboid mechanism, invented by Dr. RJ Meijer of Philips, is illustrated in Figure 2. Two identical connecting rods are connected at one end to a pair of symmetrical cranks, and two identical push rods are also connected at one end to these symmetrical cranks. The other ends of the connecting rods are connected to the ends of the bottom crossbeam of the power piston rod; the other ends of the push rods are connected to the ends of the bottom crossbeam of the valve train piston rod. This forms a bilaterally symmetrical hexagonal transmission mechanism. The power piston rod passes through the tubular valve train piston rod and the central bore of the valve train piston, connecting to the power piston. Two identical gears are connected to the central shaft of the cranks and mesh with each other, constraining the two cranks to rotate synchronously in opposite directions, thus constraining the motion trajectory of the hexagonal transmission mechanism and ensuring that the power piston rod and the valve train piston rod reciprocate linearly in the vertical direction. Summary of the Invention

[0013] The purpose of this invention is to provide a twin-crankshaft piston engine to improve the combustion conditions of existing crude oil engines, increase engine power and thermal efficiency, and reduce engine noise and vibration.

[0014] To solve the above-mentioned technical problems, embodiments of the present invention provide a double-crankshaft piston engine, comprising:

[0015] Multiple cylinder assemblies, the cylinder assembly comprising:

[0016] The cylinder body has a cylinder intake port and an intake valve at its top.

[0017] A power piston is mounted in the cylinder body, and the power piston and the inner wall of the cylinder body located above the power piston form a combustion chamber; the power piston is provided with a first vent hole and a first exhaust valve, the first exhaust valve being used to control the opening and closing of the first vent hole; and

[0018] A valve train piston is mounted in the cylinder body and located below the power piston; the cylindrical space between the valve train piston and the power piston is a compression chamber; the valve train piston is provided with a second vent and a second exhaust valve, the second exhaust valve being used to control the opening and closing of the second vent; and

[0019] A double-crankshaft drive system, the double-crankshaft drive system comprising:

[0020] Two crankshafts are arranged in parallel. Each crankshaft includes multiple cranks, and the multiple corresponding cranks of the two crankshafts form multiple crank pairs. Each crank pair is mirror-symmetric about the YZ plane.

[0021] A plurality of sets of rhombus transmission mechanisms, a plurality of sets of the rhombus transmission mechanisms are connected with two of the crankshafts through the crank pairs; wherein each set of the rhombus transmission mechanisms is connected with the power piston and the valve piston of one of the cylinder assemblies; a pair of transmission gears of the rhombus transmission mechanism is installed on the front ends of the two crankshafts and meshes with each other;

[0022] Wherein, the midpoint of the center line connecting the pair of transmission gears is defined as the origin O of the XYZ coordinate system, the center line is the X-axis direction, the direction parallel to the axis of the transmission gears is the Y-axis direction, and the vertical direction is the Z-axis direction.

[0023] In an embodiment, the rhombus transmission mechanism comprises:

[0024] A valve piston rod, the valve piston rod is a hollow rod extending along the Z-axis direction and the top end is connected with the valve piston, and the bottom end extends to the bottom end of the cylinder body;

[0025] A power piston rod, the power piston rod extends along the Z-axis direction and the top end is connected with the power piston, and the bottom end passes through the valve piston and the valve piston rod and extends beyond the bottom end of the valve piston rod;

[0026] Two push rods, the upper ends of the two push rods are respectively rotatably connected with the bottom ends of the valve piston rod; and

[0027] Two connecting rods, the lower ends of the two connecting rods are respectively rotatably connected with the bottom ends of the power piston rod, and the lower ends of the two push rods and the upper ends of the two connecting rods are respectively rotatably connected with the same crank pair.

[0028] Specifically, the bottom ends of the valve piston rod and the power piston rod are T-shaped, having a crossbeam extending along the X-axis direction, the two ends of the crossbeam are respectively provided with first shaft holes, the two ends of the connecting rods and the push rods are respectively provided with second shaft holes, and the power piston rod and the valve piston rod are connected with the connecting rods and the push rods through the cooperation of the pin shafts and the first shaft holes and the second shaft holes.

[0029] The crank pin is arranged on each of the cranks, and the connecting rods and the push rods are connected with the crank pairs through the cooperation of the second shaft holes and the crank pins.

[0030] In an embodiment, the first exhaust valve is rotatably mounted on the power piston and provided with a first exhaust valve hole; the first exhaust valve is connected with an exhaust valve control mechanism mounted on the power piston to realize opening and closing of the first exhaust valve in a rotating manner; when the first exhaust valve is closed, the first vent hole is misaligned with the first exhaust valve hole and not communicated; when the first exhaust valve is opened, the first vent hole is aligned with the first exhaust valve hole and communicated; the second exhaust valve has the same structure and working principle as the first exhaust valve.

[0031] In an embodiment, the exhaust valve control mechanism comprises an exhaust valve rack, an exhaust valve gear and a pneumatic device; the exhaust valve gear is coaxial with the first exhaust valve and rotatably mounted on the power piston; one end of the exhaust valve rack is engaged with the exhaust valve gear and the other end is fixedly connected with the pneumatic device; the pneumatic device is driven by high-pressure gas in the compression chamber.

[0032] In an embodiment, the intake valve is rotatably mounted on the cylinder intake hole and provided with an intake valve hole; the intake valve is connected with an intake valve control mechanism mounted on the top end of the cylinder block to realize opening and closing of the intake valve in a rotating manner; when the intake valve is closed, the cylinder intake hole is misaligned with the intake valve hole and not communicated; when the intake valve is opened, the cylinder intake hole is aligned with the intake valve hole and communicated.

[0033] In an embodiment, the intake valve control mechanism comprises an intake valve rack, an intake valve gear and a hydraulic device; the intake valve gear is coaxial with the intake valve and rotatably mounted on the cylinder intake hole; one end of the intake valve rack is engaged with the intake valve gear and the other end is fixedly connected with the hydraulic device.

[0034] In an embodiment, the intake valve is driven by a motor as a driving device of the intake valve control mechanism.

[0035] The application has the following beneficial effects by using the above technical solution:

[0036] a. Due to the symmetry of the double-crankshaft, the transverse inertia force is offset, and the double-crankshaft shares half of the power of the power piston and the valve piston. Therefore, the design of the crankshaft is greatly simplified, and the use of counterweights is reduced. The double-crankshaft disperses the stress of the crankcase, reducing the strength requirements of the crankshaft and the crankcase.

[0037] b. Due to the additional compression chamber, the impact force of the engine is greatly reduced, and the vibration and noise of the engine are reduced. The energy storage or work of the compression chamber makes the working cycle of the engine more uniform and stable.

[0038] c. Because the compression chamber can serve as a gas energy storage chamber and continue to compress, heat up, burn, and expand in partially incomplete combustion conditions, the operating conditions that piston engines can adapt to are greatly broadened, and the maximum power is increased. Attached Figure Description

[0039] Figure 1 is a perspective view of a double crankshaft piston engine according to an embodiment of the present invention.

[0040] Figure 2 is a schematic diagram of the structure of the double crankshaft drive system.

[0041] Figure 3 is a schematic diagram of the intake valve control mechanism.

[0042] Figure 4 is a schematic diagram of the working principle of the hydraulic device of the intake valve control mechanism.

[0043] Figure 5 is a schematic diagram of the power piston structure.

[0044] Figure 6 is an exploded view of the power piston structure.

[0045] Figure 7 is a schematic diagram of the working principle of the piston pneumatic device;

[0046] Figure 8 is a schematic diagram of the valve train piston structure.

[0047] Reference numerals: 10. Cylinder assembly; 11. Cylinder block; 111. Combustion chamber; 112. Compression chamber; 12. Intake valve; 13. Power piston; 14. Valve train; 121. Cylinder intake port; 123. Intake valve port; 131. Power piston body; 132. First exhaust valve; 133. First exhaust valve port; 135. First vent hole; 136. Valve groove; 141. Valve train piston body; 142. Second exhaust valve; 143. Second exhaust valve port; 145. Second vent hole; 146. Valve groove; 20. Double crankshaft drive system; 201. First crankshaft; 202. Second crankshaft; 3. Diamond-shaped drive mechanism; 31. Power piston rod; 311. First crossbeam; 32. Valve train piston rod; 321. Second crossbeam; 33. Connecting rod; 34. Push rod; 35. Transmission gear; 36. Crank pair; 361. Crank pin; 4. Intake valve control mechanism; 41. Intake valve rack; 42. Intake valve gear; 43. Hydraulic device; 431. Hydraulic cylinder; 432. Solenoid valve; 433. Hydraulic pump; 434. Pressure control valve; 435. Oil tank; 5. Exhaust valve control mechanism; 51. Exhaust valve rack; 52. Exhaust valve gear; 53. Pneumatic device; 531. Energy storage cylinder; 532. Directional valve; 533. Actuating cylinder; 534. Check valve. Detailed Implementation

[0048] In order to make the objects, technical solutions and advantages of the present application clearer, the embodiments of the present application will be described in detail below with reference to the drawings. However, those skilled in the art can understand that, in the embodiments of the present application, many technical details are presented in order to make the readers better understand the present application. However, the technical solutions claimed by the claims of the present application can be implemented even without these technical details and various changes and modifications based on the following embodiments.

[0049] Unless the context clearly requires otherwise, throughout the description and the claims, the words "comprise", "comprising", and the like are to be construed in an open, inclusive sense, as opposed to a closed or exclusive sense, that is as "including, but not limited to".

[0050] The embodiments of the present application will be described in detail below with reference to the drawings, so as to make the objects, features and advantages of the present application clearer. It should be understood that the embodiments shown in the drawings are not a limitation on the scope of the present application, but are only intended to illustrate the essential spirit of the technical solutions of the present application.

[0051] Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, the appearances of the phrase "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0052] As used in this specification and the appended claims, the singular forms "a", "an" and "the" include plural referents unless the content clearly dictates otherwise. It should be noted that the term "comprising" as used in this specification and the claims is used in the inclusive, open sense, and not the exclusive or closed sense.

[0053] In the following description, in order to clearly show the structure and working mode of the present application, many directional words will be used for description, but the words "front", "back", "left", "right", "outer", "inner", "outward", "inward", "up", "down" and the like should be understood as convenient words, and should not be understood as limiting words.

[0054] The present application provides a double-curved-shaft piston engine to improve the combustion condition of the existing crude oil engine, increase the power and thermal efficiency of the crude oil engine, and reduce the noise and vibration of the engine.

[0055] As shown in FIG. 1 and FIG. 2, a double-crankshaft piston engine comprises a plurality of cylinder assemblies 10 and a double-crankshaft transmission system 20. The cylinder assembly 10 comprises a cylinder block 11, an intake valve 12, a power piston 13 and a valve piston 14. The intake valve 12 is arranged on the top of the cylinder block 11 to control the air entering the cylinder block 11. The intake valve 12 can be opened and closed by an electric motor or a hydraulic driving mechanism. The specific opening and closing control mechanism, i.e. the intake valve control mechanism 4, will be described later. The working principle and working process will be described by taking one of the cylinder assemblies and the corresponding transmission system as an example.

[0056] The power piston 13 and the valve piston 14 are respectively installed in the cylinder block 11. The power piston 13 and the inner wall of the cylinder block 11 above the power piston form a closed space, i.e. a combustion chamber 111, in which fuel is burned to drive the power piston 13 to make linear reciprocating motion in the cylinder block 11. The valve piston 14 is below the power piston 13, and the columnar closed space between the valve piston 14 and the power piston 13 is called a compression chamber 112. The power piston 13 comprises a power piston body 131 and a first exhaust valve 132, as shown in FIG. 5. The power piston body 131 is in a cylindrical structure. The power piston 13 is provided with a gas passage hole, i.e. a first gas passage hole 135, which penetrates the columnar piston body 131. The first exhaust valve 132 is installed in the power piston body 131 and can allow the gas in the combustion chamber 111 to be exhausted toward the cylinder chamber below the power piston 13 (the compression chamber). The valve piston 14 also comprises a columnar valve piston body 141 and a second exhaust valve 142, as shown in FIG. 8. The valve piston 14 is provided with a gas passage hole, i.e. a second gas passage hole 145, which penetrates the columnar piston body. The second exhaust valve 142 is installed in the valve piston body 141 and can allow the gas in the compression chamber 112 to be exhausted toward the valve piston 14 below, so as to discharge the exhaust gas out of the cylinder block. The second exhaust valve 142 allows the outside air to be sucked from outside the cylinder block when the volume of the compression chamber 112 expands. The exhaust valve control mechanism 5 of the first exhaust valve 132 and the second exhaust valve 142 will be described later.

[0057] The double-crankshaft transmission system 20 includes two crankshafts (i.e., a first crankshaft 201 and a second crankshaft 202) and multiple sets of rhombus transmission mechanisms 3. The rhombus transmission mechanism 3 includes two identical transmission gears 35 mounted on the front ends of the two crankshafts and meshed with each other. For the convenience of description, the midpoint of the center line of the pair of transmission gears 35 is defined as the origin O of the XYZ coordinate system, the center line being the X-axis direction, the direction parallel to the axis of the transmission gear 35 being the Y-axis direction, and the vertical direction being the Z-axis direction. The two crankshafts 201, 202 are arranged in parallel and extend along the Y-axis direction. Since each crankshaft includes multiple cranks, the multiple cranks of the two crankshafts form multiple crank pairs 36 (as shown in FIG. 2), and each crank pair is mirror-symmetric about the YZ plane. The multiple sets of rhombus transmission mechanisms 3 are connected to the two crankshafts through the multiple crank pairs 36. Each set of the rhombus transmission mechanisms is connected to the power piston 13 and the valve piston 14 of one of the cylinder assemblies.

[0058] In the embodiment shown in FIGS. 1 and 2, the double-crankshaft piston engine includes three cylinder assemblies 10 arranged linearly along the Y-axis direction. Each cylinder assembly 10 has the same structure, and the three cylinder assemblies 10 are respectively connected to three sets of rhombus transmission mechanisms 33 of the double-crankshaft transmission system 20 to output power. It should be understood that the number of the cylinder assemblies 10 and the rhombus transmission mechanisms 20 is not limited to the embodiment shown.

[0059] As shown in FIGS. 1 and 3, the cylinder block 11 is provided at the top with a cylinder intake hole 121 and an intake valve 12. The intake valve 12 is in the shape of a circular plate, and the intake valve is also provided with a corresponding intake valve hole 123. The intake valve 12 is opened or closed by rotating. When the intake valve hole 123 of the intake valve 12 is aligned with the cylinder intake hole 121 of the cylinder block 11 by rotating, the intake valve is opened; when the intake valve hole of the intake valve 12 is misaligned with the cylinder intake hole 121 of the cylinder block 11 by rotating, the intake valve is closed.

[0060] The intake valve control mechanism 4 installed at the top of the cylinder block 11 opens or closes the intake valve 12. In an embodiment, the intake valve control mechanism 4 drives the rack / pinion motion by using a hydraulic device to open or close the intake valve 12. Specifically, the intake valve control mechanism 4 includes an intake valve rack 41, an intake valve pinion 42, and a hydraulic device 43. The intake valve pinion 42 is coaxially arranged with the intake valve 12 and fixedly connected through a central shaft sleeve, and the intake valve pinion 42 rotates together with the intake valve 12. One end of the intake valve rack 41 is a rod portion connected to the hydraulic device 43, and the other end is a rack portion meshed with the intake valve pinion 42. The intake valve rack 41 drives the intake valve pinion 42 to rotate, thereby driving the intake valve 12 to rotate and opening or closing the intake valve 12.

[0061] As shown in Fig. 4, hydraulic device 43 comprises hydraulic cylinder 431, solenoid valve 432, hydraulic pump 433, pressure control valve 434 and hydraulic oil tank 435. Hydraulic pump 433 provides power by pumping hydraulic oil. In this embodiment, solenoid valve 432 is a two-position two-way solenoid valve. Solenoid valve 432 receives electric signal to initially position the solenoid core at position A, corresponding to the hydraulic oil outlet line of hydraulic pump 433. Hydraulic oil passes through the corresponding passage of solenoid valve 432 and enters the left chamber of hydraulic cylinder 431 to push out the rack 41 and open the intake valve 12; or the electric signal shifts the solenoid core of solenoid valve 432 to position the solenoid core at position B corresponding to the outlet line of hydraulic pump 433, so that hydraulic oil enters the right chamber of hydraulic cylinder 431 to push back the intake valve rack 41 and close the intake valve 12. The hydraulic oil in the left chamber of hydraulic cylinder 431 returns to hydraulic oil tank 435 through the corresponding passage of solenoid valve 432. Pressure control valve 434 is provided to prevent the pressure of the hydraulic system from being too high. When the hydraulic oil pressure exceeds the set value, the passage of pressure control valve 434 opens and the hydraulic oil returns to hydraulic oil tank 435.

[0062] In one embodiment, the intake valve control mechanism 4 uses an electric motor device to drive the movement of the intake valve rack 41 and the intake valve gear 42, to open or close the intake valve 12.

[0063] As shown in FIGS. 5-8, the first exhaust valve 132 is a circular plate installed in the valve groove 136 of the power piston body 131 and coaxially arranged with the power piston body 131. The first exhaust valve 132 is provided with a first exhaust valve hole 133, and the first exhaust valve 132 can rotate in the valve groove 136 around the axis of the power piston body 131. During rotation, when the first exhaust valve hole 133 is aligned with the first vent hole 135 of the piston body 131, the first exhaust valve 132 is opened, and the combustion exhaust gas in the combustion chamber 111 above the power piston 13 is discharged downward through the first vent hole 135 of the power piston body 131, and the combustion chamber is in an exhaust stroke. When the first exhaust valve hole 133 is rotationally offset from the first vent hole 135, the first exhaust valve 132 is closed, and the combustion chamber is in a closed state. Similarly, the second exhaust valve 142 is a circular plate installed in the valve groove 146 of the valve piston body 141 and coaxially arranged with the valve piston body 141. The second exhaust valve 142 is provided with a second exhaust valve hole 143, and the second exhaust valve 142 can rotate in the valve groove 146 around the axis of the valve piston body 141. During rotation, when the second exhaust valve hole 143 is aligned with the second vent hole 145 of the piston body 141, the second exhaust valve 142 is opened, and the combustion exhaust gas in the compression chamber 112 above the valve piston 14 is discharged downward through the second vent hole 145 of the valve piston body 141, and the compression chamber is in an exhaust stroke. The compression chamber 112 reaches a minimum volume, and the compression chamber exhaust stroke ends. Then the compression chamber volume begins to expand, at this time the first exhaust valve 132 is in a closed state, and the compression chamber 112 inhales external air from below the cylinder body 11. When the first exhaust valve 132 is opened, the second exhaust valve 142 is closed, and the compression chamber 112 receives the combustion exhaust gas from the combustion chamber 111.

[0064] The first exhaust valve 132 and the second exhaust valve 142 are respectively controlled by the respective exhaust valve control mechanism 5, and the high-pressure gas in the compression chamber is used as power to drive the rotation of the first exhaust valve 132 and the second exhaust valve 142. In one embodiment, the exhaust valve control mechanism 5 includes an exhaust valve rack 51, an exhaust valve gear 52, and a pneumatic device 53. For the power piston 13, the gear 52 is coaxially installed with the first exhaust valve 132 and fixedly connected with the first exhaust valve 142 through a shaft sleeve. The rod of the rack 51 matched with the gear 52 is connected with the pneumatic device 53. The pneumatic device 53 is fixedly installed at a corresponding position of the power piston body 131. When the power piston 13 runs to a set position, the mechanical parts of the engine trigger the pneumatic device 53, the pneumatic device 53 drives the linear motion of the rack 51, and in turn drives the rotation of the matched gear 52, and in turn drives the rotation of the first exhaust valve 132, and opens or closes the first exhaust valve. The control mode of the second exhaust valve 142 is the same as that of the first exhaust valve 132.

[0065] Specifically, taking the first exhaust valve 132 on the power piston as an example, as shown in FIGS. 5 and 6, the exhaust valve control mechanism 5 includes an exhaust valve rack 51, an exhaust valve pinion 52, and a pneumatic device 53. The exhaust valve pinion 52 and the first exhaust valve 132 are coaxially fixed on a shaft sleeve 54, the shaft sleeve 54 is rotatably installed in the power piston body 131 and can rotate around the power piston rod 3131. The exhaust valve rack 51 has a rack portion at one end and a rod portion at the other end; the pneumatic device 53 is fixedly connected to the rod portion of the exhaust valve rack 51, and the rack portion at the other end of the exhaust valve rack 51 is engaged with the exhaust valve pinion 52. The pneumatic device 53 uses the high-pressure working gas in the compression chamber 112 as power to drive the exhaust valve rack 51 to act, thereby driving the first exhaust valve 132 to rotate, realizing the opening and closing of the gas flow passage of the power piston 13.

[0066] The working process of the pneumatic device 53 is described in detail below. As shown in FIG. 5, the pneumatic device 53 includes an energy storage cylinder 531, a reversing valve 532, and an execution cylinder 533, wherein the energy storage cylinder 531, the reversing valve 532, and the execution cylinder 533 are all existing mature and designable industrial technologies. The energy storage cylinder 531 intakes high-pressure gas from the compression chamber 112 through the intake port D of the one-way valve 534. In the present embodiment, the reversing valve 532 is a two-position two-way reversing valve triggered by external force of the engine mechanical part, and is initially located at position A, i.e., the exhaust port of the energy storage cylinder 531 corresponds to the A position of the reversing valve 532. When the external mechanical part triggers / pushes the reversing valve 532, the spring of the reversing valve 532 is compressed, and the reversing valve 532 moves to position B, i.e., the exhaust port of the energy storage cylinder 531 corresponds to the B position of the reversing valve 532.

[0067] The detailed working process of the pneumatic device of the power piston 13 is described below (Fig. 7). The first exhaust valve 132 of the power piston 13 is in a normally closed state, i.e., the spring in the cylinder 533 pushes the exhaust valve rack 51 to the left side chamber, and the rod part of the exhaust valve rack 51 is retracted into the cylinder 533. When the engine starts and the motor drives the power piston 13 to move, the air in the compression chamber 112 is compressed due to the normally closed state of the first exhaust valve 132 of the two. In the compression chamber 112, the high-pressure air charges the energy storage cylinder 531 through the one-way valve 534, and at this time the reversing valve 532 is in position A. When the power piston 13 moves to the bottom dead center, the first exhaust valve 132 is set (triggered) to open, i.e., at this time the reversing valve 532 is triggered by an external mechanical component, which pushes the reversing valve 532 to move to the left, and the spring of the reversing valve 532 is compressed and then in position B, i.e., the outlet of the energy storage cylinder 531 corresponds to the position B of the reversing valve 532. At this time, the high-pressure gas in the energy storage cylinder 531 enters the left chamber of the piston of the cylinder 533 through the passage of the reversing valve 532, pushes the piston of the cylinder 533 to move to the right, and then pushes the exhaust valve rack 51 to extend, drives the exhaust valve gear 52 and the first exhaust valve 132 coaxially connected with the exhaust valve gear 52 to rotate, opens the first exhaust valve 132, and enters the exhaust stroke of the combustion chamber. Specifically, the reversing valve 532 is used as the trigger point of the pneumatic device 533, the reversing valve 532 is pushed to move by the set mechanical component or spring elastic reset, and the high-pressure gas in the energy storage cylinder 531 is used to open or close the first exhaust valve 132. When the power piston 13 moves upward to the top dead center, the exhaust of the combustion chamber 111 is completed, the reversing valve 532 is triggered by an external mechanical component, loses the spring pressure, the spring resets, pushes the reversing valve 532 to move to the right, and then is still in position A, i.e., the outlet of the energy storage cylinder 531 corresponds to the position A of the reversing valve 532. At this time, the compression spring in the cylinder 533 resets, pushes the piston of the cylinder 533 to move to the left, and the gas in the left chamber of the piston of the cylinder is exhausted through the passage of the reversing valve 532. At this time, the exhaust valve rack 51 is retracted, and the first exhaust valve 132 is closed.

[0068] As shown in Fig. 2, the rhombic transmission mechanism 3 comprises a power piston rod 31, a valve piston rod 32, a pair of connecting rods 33, a pair of push rods 34, a pair of crankshafts 36, and two transmission gears 35. The lower ends of the pair of connecting rods 33 are rotatably connected with the power piston rod 31; the upper ends of the pair of push rods 34 are rotatably connected with the valve piston rod 32; the upper ends of the pair of connecting rods 33 and the lower ends of the pair of push rods 34 are connected with the crankpin 361 of the pair of crankshafts 36, respectively. That is, the pair of connecting rods 33, the pair of push rods 34, the power piston rod 31, and the valve piston rod 32 are connected with each other to form a hexagonal transmission mechanism. The pair of transmission gears 35 are installed at the front ends of the two crankshafts 201 and 202, respectively, and are meshed with each other. The synchronous rotation of the pair of transmission gears 35 can constrain the synchronous rotation of the pair of crankshafts 201 and 202, and further constrain the vertical movement of the power piston rod 31 and the valve piston rod 32 along the cylinder axis, thereby avoiding mutual interference.

[0069] The valve piston rod 32 is a tubular rod extending in the vertical direction, and the top end thereof is connected with the valve piston 14, and the bottom end thereof extends towards the bottom end of the cylinder block 11 and extends to the outside of the bottom end of the cylinder block 11. The bottom end of the valve piston rod 32 is in the shape of an inverted T, and has a second cross beam 321 extending in the X-axis direction, and the two ends of the second cross beam 321 are respectively provided with shaft holes (also referred to as first shaft holes).

[0070] The power piston rod 31 extends in the vertical direction, and the top end thereof is connected with the power piston 13, and the bottom end thereof passes through the center holes of the valve piston 14 and the valve piston rod 32 and extends beyond the bottom end of the valve piston rod 32, that is, the bottom end of the power piston rod 31 is also located outside the cylinder block 11 and beyond the bottom end of the valve piston rod 32. The bottom end of the power piston rod 31 is in the shape of an inverted T, and has a first cross beam 311 extending in the X-axis direction, and the two ends of the first cross beam 311 are respectively provided with shaft holes (also referred to as first shaft holes). The valve piston rod 32 and the valve piston 14 move synchronously and linearly in the vertical direction, and the power piston rod 31 and the power piston 13 move synchronously and linearly in the vertical direction, and the valve piston rod 32 is sleeved outside the power piston rod 31, and the two do not interfere with each other.

[0071] The two ends of the push rod 34 are respectively provided with shaft holes (also referred to as second shaft holes), the shaft holes at the top ends of the pair of push rods 34 are connected with the shaft holes at the two ends of the second cross beam 321 of the valve piston rod 32 through a pin shaft, and the shaft holes at the bottom ends are respectively connected with the two crankpins 361 of the pair of crankshafts 36. The two ends of the connecting rod 33 are respectively provided with shaft holes (also referred to as second shaft holes), the shaft holes at the bottom ends of the pair of connecting rods 33 are connected with the shaft holes at the two ends of the first cross beam 311 of the power piston rod 31 through a pin shaft, and the shaft holes at the top ends are also respectively connected with the two crankpins 361 of the pair of crankshafts 36.

[0072] The power piston 13 and the valve piston 14 are driven by the rhombic drive 3 to rotate the double crankshaft to output power. The movements of the power piston 13 and the valve piston 14, and the changes of the volumes of the combustion chamber 111 and the compression chamber 112 are constrained by the rhombic drive 3: different crank angle positions correspond to different volumes of the combustion chamber 111 and the compression chamber 112, and different working states of the combustion chamber 111 and the compression chamber 112.

[0073] The lateral forces generated by the pair of connecting rods 33 and the pair of push rods 34 cancel each other out, so the power piston 13 and the valve piston 14 do not exert lateral pressure on the inner wall of the cylinder block, and the power piston 13 and the valve piston 14 reduce the friction on the cylinder block when they move in the cylinder. The double crankshaft shares half of the power of the valve piston 14 and the power piston 13, so the strength requirement of the crankshaft is greatly reduced, the design of the crankshaft is simplified, the use of counterweights is reduced, and the strength requirement of the crankshaft and the crankcase is also reduced.

[0074] The working process of the engine is described as follows:

[0075] Preferably, the double crankshaft piston engine uses crude oil as fuel. In a working cycle, when the first exhaust valve 132 is closed, the first stroke, the intake valve control mechanism 4 of the cylinder assembly is controlled to open the intake valve 12, the power piston 13 goes down, and the outside air enters the combustion chamber 111. In the second stroke, the intake valve control mechanism 4 is controlled to close the intake valve 12, the power piston 13 goes up, and the air in the combustion chamber 111 is compressed, the air compression temperature rises, and reaches and exceeds the ignition point of the crude oil fuel. In the third stroke, the engine fuel injection system sprays atomized crude oil into the combustion chamber 111, and the crude oil forms a mixture of combustible gas with air in the combustion chamber 111; in the fourth stroke, the combustible mixture burns and expands to do work, pushing the power piston 13 to go down. The power piston 13 goes down, driving the push rod and the double crankshaft to move and output power. In the fourth stroke, the rhombic drive 202 drives the power piston 13 to go up, at this time the first exhaust valve 132 rotates, the first exhaust valve hole 133 is aligned with the first air passage 135, the first exhaust valve 132 is opened, and the combustion tail gas in the combustion chamber 111 is discharged into the compression chamber 112 through the first air passage 135 of the power piston 13.

[0076] In one working cycle, the working process of the above-mentioned combustion chamber 111 is connected, and the exhaust gas after the fuel combustion in the combustion chamber 111 is discharged into the compression chamber 112. The compression chamber undergoes four strokes: the first stroke, i.e. the suction stroke, i.e. when the compression chamber 112 volume reaches the minimum value, corresponding to the crank angle of 180° of the crankshaft 201, the compression chamber starts the suction stroke, at this time the second exhaust valve 142 is still in the open state, and the first exhaust valve 132 is still in the closed state (at this time the combustion chamber 111 is still in the gas doing work stage, and the first exhaust valve is closed), the compression chamber 112 volume expansion can suck in part of the outside air from the bottom of the cylinder body 11. When the first exhaust valve 132 is opened, the combustion chamber 111 discharges the combustion tail gas into the compression chamber 112, the valve gear 5 of the valve piston 14 is triggered, the second exhaust valve 142 is closed, and the compression chamber 112 further receives the combustion tail gas discharged from the combustion chamber 111. During these two processes, the power piston 13 and the valve piston 14 are driven away from each other by the rhombus transmission mechanism 200, and the volume of the compression chamber continues to increase, which is the suction stroke. The second stroke, the rhombus transmission mechanism 3 drives the valve piston 14 and the power piston 13 to move close to each other, and the volume of the compression chamber 112 is compressed. The exhaust gas in the compression chamber 112 is compressed, which can first store energy as compressed gas, can reduce the impact of engine operation and reduce noise; secondly, the exhaust gas waste heat in the combustion chamber can heat the outside air entering the compression chamber 112 in the first stroke, and utilize the waste heat of the combustion tail gas to do work; thirdly, the exhaust gas entering the compression chamber for further combustion when the fuel combustion in the combustion chamber 111 is poor in some working conditions, fully utilizes the fuel combustion, and improves the emission. The third stroke, the volume of the compression chamber 112 expands, and the gas expands to do work and releases the gas storage energy. At this time, the expansion of the exhaust gas gives the power piston 13 and the valve piston 14 in opposite directions, which drives the power piston 13 and the valve piston 14 to move away from each other, and then transmits the driving torque in opposite directions to the double crankshaft through the rhombus transmission mechanism, which drives the double crankshaft to rotate and do work. The fourth stroke, the power piston 13 and the valve piston 14 move close to each other under the drive of the rhombus transmission mechanism, the volume of the compression chamber 112 decreases, and the second exhaust valve 142 opens to discharge the exhaust gas in the compression chamber to the cylinder body 11. At this time, the power piston 13 and the valve piston 14 move close to each other under the drive of the rhombus transmission mechanism, the volume of the compression chamber decreases to the minimum, and the exhaust gas is discharged from the cylinder. Thereafter, the second exhaust valve 142 remains open, and part of the outside air is sucked into the compression chamber from the bottom of the cylinder. Until the second exhaust valve 142 is closed, the stage of sucking the combustion tail gas in the combustion chamber 111 into the compression chamber 112 is entered.

[0077] When using diesel fuel, the working process of the double crankshaft piston engine is the same as that of the above-mentioned crude oil fuel.

[0078] Because of the compression chamber 112, the exhaust gas from the combustion chamber 111 is discharged into the compression chamber 112, external cold air can be introduced into the compression chamber, the high-temperature exhaust gas waste heat is used to do work, and the exhaust gas can be further compressed and burned, thereby further doing work and improving exhaust emission. In this way, the combustion of the combustion chamber 111 is extended to two strokes, which can effectively burn the difficult-to-burn components in the crude oil, thereby reducing the requirements for crude oil fuel and greatly simplifying the design of the combustion chamber 111 of the crude oil engine. When the combustion chamber 111 is in the best combustion condition, the compression chamber 112 compresses the exhaust gas to store energy, and the exhaust gas waste heat can be used to do work. When the combustion chamber 111 is in a poor condition such as speed-up, the compression chamber 112 can further compress the exhaust gas to burn and continue to do work to the outside. The speed and power of the crude oil engine can be improved, and the exhaust emission is improved.

[0079] The beneficial effects of the present application are analyzed as follows:

[0080] Compared with the prior art, the engine of the present application has the following advantages:

[0081] a. Because of the symmetry of the double helical shaft, the transverse inertia force is offset, and the double helical shaft shares half of the power of the power piston and the valve piston. Therefore, the design of the crankshaft is greatly simplified, and the use of counterweights is reduced. The double helical shaft disperses the stress on the crankcase, reducing the strength requirements of the crankshaft and the crankcase.

[0082] b. Because of the additional compression chamber, the impact force of the engine is greatly reduced, and the vibration and noise of the engine are reduced. The energy storage or work of the compression chamber makes the working cycle of the engine more uniform and stable.

[0083] c. Because the compression chamber can store energy and continue to compress and burn the exhaust gas at a high temperature for the condition of incomplete combustion, the working condition of the piston engine is greatly widened, and the maximum power is improved.

[0084] The preferred embodiments of the present application have been described in detail above, but it should be understood that aspects of the embodiments can be modified to employ aspects, features and concepts of various patents, applications and publications to provide additional embodiments if desired.

[0085] In view of the above detailed description, these and other changes can be made to the embodiments. In general, the used terms in the claims are not to be construed as limiting the specific embodiments disclosed in the specification and claims, but are to be understood to include all possible embodiments along with the full scope of equivalents to which such claims are entitled.

[0086] Those skilled in the art can understand that the above-mentioned embodiments are specific embodiments for implementing the present application, and in actual application, various changes can be made in form and detail without departing from the spirit and scope of the present application.

Claims

1. A double curved shaft piston engine, characterized in that, The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine.

2. The dual-spiral shaft piston engine according to claim 1, characterized in that, The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine.

3. The dual-spiral shaft piston engine according to claim 2, characterized in that The application relates to a double-crankshaft transmission system for a multi-cylinder engine.

4. The dual-spiral shaft piston engine according to claim 3, characterized in that The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. The application relates to a double-crankshaft transmission system for a multi-cylinder engine. 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The dual-spiral shaft piston engine according to claim 1, characterized in that, The first exhaust valve is rotatably mounted on the power piston and provided with a first exhaust valve hole; the first exhaust valve is connected with an exhaust valve control mechanism mounted on the power piston to realize the opening and closing of the first exhaust valve in a rotating manner; when the first exhaust valve is closed, the first vent hole is misaligned with the first exhaust valve hole and not communicated, and when the first exhaust valve is opened, the first vent hole is aligned with the first exhaust valve hole and communicated; the second exhaust valve has the same structure and working principle as the first exhaust valve.

6. The dual-spiral shaft piston engine according to claim 5, characterized in that The exhaust valve control mechanism comprises an exhaust valve rack, an exhaust valve gear and a pneumatic device; wherein the exhaust valve gear is coaxial with the first exhaust valve and rotatably mounted on the power piston; one end of the exhaust valve rack is engaged with the exhaust valve gear, and the other end is fixedly connected with the pneumatic device, and the pneumatic device is driven by the high-pressure gas in the compression chamber.

7. The dual-spiral shaft piston engine according to claim 1, characterized in that, The intake valve is rotatably mounted on the cylinder intake hole and provided with an intake valve hole; the intake valve is connected with an intake valve control mechanism mounted on the top end of the cylinder block to realize the opening and closing of the intake valve in a rotating manner; when the intake valve is closed, the cylinder intake hole is misaligned with the intake valve hole and not communicated, and when the intake valve is opened, the cylinder intake hole is aligned with the intake valve hole and communicated.

8. The dual-spiral shaft piston engine according to claim 7, characterized in that The intake valve control mechanism comprises an intake valve rack, an intake valve gear and a hydraulic device; wherein the intake valve gear is coaxial with the intake valve and rotatably mounted on the cylinder intake hole; one end of the intake valve rack is engaged with the intake valve gear, and the other end is fixedly connected with the hydraulic device.

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