CN112727596A - Double-cylinder horizontally-opposed engine - Google Patents
Double-cylinder horizontally-opposed engine Download PDFInfo
- Publication number
- CN112727596A CN112727596A CN202110048889.0A CN202110048889A CN112727596A CN 112727596 A CN112727596 A CN 112727596A CN 202110048889 A CN202110048889 A CN 202110048889A CN 112727596 A CN112727596 A CN 112727596A
- Authority
- CN
- China
- Prior art keywords
- oil
- cylinder body
- cylinder
- hole
- crankshaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 60
- 239000003921 oil Substances 0.000 claims description 144
- 238000000926 separation method Methods 0.000 claims description 99
- 239000010705 motor oil Substances 0.000 claims description 66
- 238000003860 storage Methods 0.000 claims description 56
- 230000007246 mechanism Effects 0.000 claims description 19
- 239000010721 machine oil Substances 0.000 claims description 15
- 238000009434 installation Methods 0.000 claims description 8
- 238000013461 design Methods 0.000 abstract description 11
- 230000007704 transition Effects 0.000 description 19
- 239000003595 mist Substances 0.000 description 10
- 238000010009 beating Methods 0.000 description 9
- 238000001816 cooling Methods 0.000 description 7
- 239000007788 liquid Substances 0.000 description 6
- 238000004080 punching Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000001050 lubricating effect Effects 0.000 description 3
- 238000005461 lubrication Methods 0.000 description 3
- 239000002245 particle Substances 0.000 description 3
- 238000007789 sealing Methods 0.000 description 3
- 230000004888 barrier function Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000009833 condensation Methods 0.000 description 2
- 230000005494 condensation Effects 0.000 description 2
- 125000004122 cyclic group Chemical group 0.000 description 2
- 239000008187 granular material Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000009313 farming Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/06—Dip or splash lubrication
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/10—Lubrication of valve gear or auxiliaries
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/12—Non-pressurised lubrication, or non-closed-circuit lubrication, not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
- F02B75/243—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "boxer" type, e.g. all connecting rods attached to separate crankshaft bearings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/18—Other cylinders
- F02F1/20—Other cylinders characterised by constructional features providing for lubrication
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1808—Number of cylinders two
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
The invention discloses a double-cylinder horizontally-opposed engine which comprises a cylinder body and a crankshaft, wherein the cylinder body is provided with a cylinder body; the cylinder body comprises a first cylinder and a second cylinder, and the first cylinder and the second cylinder are horizontally connected in a facing manner; the first cylinder body is provided with a first shell, and the second cylinder body is provided with a second shell; the two ends of the crankshaft are rotatably connected with the joint of the first cylinder body and the second cylinder body, a first transmission gear and a second transmission gear are arranged on the crankshaft, the first transmission gear and the second transmission gear are located on two sides of the rotary joint of one end of the crankshaft and the cylinder body, the first transmission gear corresponds to the first channel, and the second transmission gear corresponds to the second channel. According to the technical scheme, the first transmission gear and the second transmission gear are reasonably arranged on the crankshaft, so that the design of the first cylinder body and the first shell and the design of the second cylinder body and the second shell are optimized in light weight, the weight of the cylinder body is reduced, and the weight of the whole unmanned aerial vehicle is reduced.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicles, in particular to a double-cylinder horizontally-opposed engine.
Background
An unmanned aircraft, abbreviated as "drone", and abbreviated in english as "UAV", is an unmanned aircraft that is operated by a radio remote control device and a self-contained program control device, or is operated autonomously, either completely or intermittently, by an onboard computer. Unmanned aerial vehicle divide into electronic unmanned aerial vehicle and oil power unmanned aerial vehicle according to its drive mode, wherein many rotors oil moves unmanned aerial vehicle and has advantages such as flexible, the reaction is quick, the operation requirement is low, by tasks such as wide application in protection of farming, forest fire monitoring, aerial photography, land survey, loss evaluation after the calamity.
At present, an unmanned aerial vehicle engine comprises a single-cylinder engine, double cylinders, an in-line engine, a four-cylinder engine, an electric starting engine, an electric spraying engine, an air cooling engine and a water cooling engine, and most of the unmanned aerial vehicle engines adopt double-cylinder engines. However, the existing double cylinder engine design increases the engine block weight, thereby increasing the weight of the entire drone.
Disclosure of Invention
Aiming at the problems, the invention provides a double-cylinder horizontally-opposed engine, which reduces the weight of a cylinder body, thereby reducing the weight of the whole unmanned aerial vehicle.
The invention provides a double-cylinder horizontally-opposed engine which comprises a cylinder body and a crankshaft, wherein the cylinder body is provided with a cylinder body; the cylinder body comprises a first cylinder and a second cylinder, and the first cylinder and the second cylinder are horizontally connected in a facing manner; a first shell is arranged on the first cylinder body, and a first channel which is transversely communicated is arranged in the first shell; a second shell is arranged on the second cylinder body, and a second channel which is transversely communicated is arranged in the second shell; the two ends of the crankshaft are rotatably connected with the joint of the first cylinder body and the second cylinder body, a first transmission gear and a second transmission gear are arranged on the crankshaft, the first transmission gear and the second transmission gear are located on two sides of the rotary joint of one end of the crankshaft and the cylinder body, the first transmission gear corresponds to the first channel, and the second transmission gear corresponds to the second channel.
Preferably, the outer sides of the first cylinder body and the second cylinder body are respectively provided with a plurality of annular cooling fins which are arranged in parallel and have different sizes, at least one annular cooling fin of the first cylinder body is connected with the first shell, and at least one annular cooling fin of the second cylinder body is connected with the second shell.
Preferably, a first connecting hole and a second connecting hole for connecting a crankshaft are formed at the joint of the first cylinder and the second cylinder; one end of the crankshaft is rotationally connected with the inner wall of the first connecting hole through a first bearing, and the other end of the crankshaft is rotationally connected with the inner wall of the second connecting hole through a second bearing; the first transmission gear and the second transmission gear are positioned on two sides of the first bearing; one end cover of bent axle is equipped with the bearing of rectifying, and the one end of bent axle is rotated through the bearing of rectifying and is connected with the inner wall of first connecting hole, and first bearing and the bearing of rectifying are located the both sides of first drive gear.
Preferably, the crankshaft is rotatably connected with a first connecting rod and a second connecting rod, the first connecting rod is provided with a first throwing ruler, and the second connecting rod is provided with a second throwing ruler; a first half oil storage cavity is formed in the first cylinder body close to the second cylinder body, a second half oil storage cavity is formed in the second cylinder body close to the first cylinder body, and the first cylinder body and the second cylinder body are oppositely connected to enable the first half oil storage cavity and the second half oil storage cavity to form an oil storage cavity; the first rule and the second rule are all located above the oil storage cavity.
Preferably, the two-cylinder horizontally opposed engine further comprises a first belt and a second belt; the far crankshaft end of the first channel of the first shell is rotatably connected with a first rotating rod, a first chain wheel is sleeved on the first rotating rod, a first transmission gear is in transmission connection with the first chain wheel through a first belt, and the first belt is located in the first channel; the far-end crankshaft end of the second channel of the second shell is rotatably connected with a second rotating rod, a second chain wheel is sleeved on the second rotating rod, a second transmission gear and the second chain wheel are connected through a second belt in a transmission mode, and a second belt is located in the second channel.
Preferably, an oil hole is formed in the first cylinder body, a connecting ring extending outwards is arranged in the oil hole of the first cylinder body, an oil plug is connected in the connecting ring in a threaded mode, an oil gauge is arranged on the oil plug, and the oil gauge is arranged between the first connecting rod and the first bearing.
Preferably, an oil return hole is axially formed in the crankshaft and is communicated with an inner cavity of the first cylinder body; an annular groove coaxial with the crankshaft is arranged at a rotating connection part of the cylinder body and the crankshaft, and a through hole for communicating the oil return hole with the annular groove is formed in the crankshaft; an oil return channel is arranged on the first cylinder body corresponding to the annular groove, and an oil outlet of the oil return channel is communicated with the annular groove.
Preferably, the first cylinder body is provided with an oil-gas separation mechanism for performing oil-gas separation on the high-temperature atomized engine oil in the cylinder body, the oil-gas separation mechanism is provided with an oil discharge hole, and the oil discharge hole of the oil-gas separation mechanism is connected with an oil inlet of the oil return channel through a connecting pipeline.
Preferably, the oil-gas separation mechanism comprises a separation cylinder cover, the separation cylinder cover is connected with the first cylinder body, the separation cylinder cover is provided with an installation cavity, and the installation cavity is communicated with an inner cavity of the first cylinder body; the separating cylinder cover is provided with a separating box, a first separating chamber, an oil storage chamber and a second separating chamber are arranged in the separating box, a first notch communicated with the first separating chamber and the oil storage chamber is formed in the separating box, and a second notch communicated with the oil storage chamber and the second separating chamber is formed in the separating box; the separation box is provided with a cover plate, the cover plate is provided with an exhaust hole, the exhaust hole corresponds to the second separation chamber, and the exhaust hole is arranged at one end of the second separation chamber far away from the oil storage chamber; the bottom of the first separation chamber is provided with a separation hole communicated with the installation cavity; an oil discharge hole is formed in the bottom of the oil storage chamber, and the oil discharge hole of the oil storage chamber is connected with an oil inlet of the oil return channel through a connecting pipeline.
Preferably, the oil-gas separation mechanism further comprises an opening-closing elastic sheet, one end of the opening-closing elastic sheet is connected with the bottom surface of the first separation chamber, and the other end of the opening-closing elastic sheet movably covers the separation hole of the first separation chamber; the mounting cavity of the separating cylinder cover is internally provided with a mounting plate connected with the first throttle valve assembly, the mounting plate divides the mounting cavity into a first cavity and a second cavity, and the first separating chamber is communicated with the second cavity through a separating hole; the mounting plate is provided with an airflow hole, and the first separation chamber is communicated with the second chamber through the separation hole.
The invention has the following beneficial effects:
1. according to the technical scheme, the first transmission gear and the second transmission gear are reasonably arranged on the crankshaft, so that the design of the first cylinder body and the first shell and the design of the second cylinder body and the second shell are optimized in light weight, the weight of the cylinder body is reduced, and the weight of the whole unmanned aerial vehicle is reduced.
2. The crankshaft drives the first connecting rod and the second connecting rod to do reciprocating motion, and the first throwing rule of the first connecting rod and the second throwing rule of the second connecting rod rapidly and circularly flap the engine oil in the oil storage cavity in the cylinder body to enable the engine oil to splash and form mist engine oil in the inner cavity of the first cylinder body and the inner cavity of the first cylinder body, so that all parts in the cylinder body are lubricated; simultaneously, the bent axle rotates the round, can realize that first chi and the second of getting rid of gets rid of the chi and patts the machine oil in the oil storage intracavity separately once, and the machine oil that can realize in other words bent axle rotates the round splashes twice, has improved the formation efficiency of vaporific machine oil, has improved the lubricated effect of this internal each part of cylinder body effectively.
3. The recovered engine oil is sent into the annular groove through the oil return channel to be stored, when negative pressure occurs in the inner cavity of the cylinder body, the through hole of the crankshaft is transferred into the engine oil stored in the annular groove, and the engine oil in the annular groove can be sent into the inner cavity of the cylinder body through the oil return hole of the crankshaft, so that the automatic cyclic utilization of the recovered engine oil is realized; meanwhile, the engine oil stored in the annular groove is beaten through the through hole of the crankshaft to form particle or mist engine oil on the inner wall of the oil return hole, the engine oil which is not formed into the particle or mist engine oil is beaten on the crankshaft along the oil return hole, and the part of the engine oil which is not formed into the particle or mist engine oil can be granulated or atomized, so that parts in the central area such as the crankshaft are fully lubricated, and the phenomenon that the parts in the central area such as the crankshaft are insufficiently lubricated is avoided.
Drawings
FIG. 1 is a schematic structural diagram of an embodiment of the present invention;
FIG. 2 is a schematic view of the structure of the crankshaft, the first belt and the second belt in an embodiment of the present invention;
FIG. 3 is a transverse cross-sectional view of one embodiment of the present invention;
FIG. 4 is a longitudinal cross-sectional view of one embodiment of the present invention;
FIG. 5 is a schematic view of the first cylinder and the first sprocket according to an embodiment of the present invention;
FIG. 6 is a schematic view of the structure of the first cylinder and the oil-gas separation mechanism in an embodiment of the present invention;
FIG. 7 is a schematic structural diagram of an oil-gas separation mechanism according to an embodiment of the present invention;
FIG. 8 is a schematic view of a structure of a crankshaft, a first bearing, and a deflection correcting bearing according to an embodiment of the present invention;
FIG. 9 is a schematic structural diagram of a separation cassette according to an embodiment of the present invention.
Reference numerals:
1-cylinder body, 101-first cylinder, 102-second cylinder, 103-first shell, 104-first channel, 105-second shell, 106-second channel, 107-annular heat sink, 108-first connecting hole, 109-second connecting hole, 110-first bearing, 111-second bearing, 112-first half oil storage chamber, 113-second half oil storage chamber, 114-first piston, 115-second piston, 116-first rotating rod, 117-first chain wheel, 118-first belt, 119-second belt, 120-second rotating rod, 121-second chain wheel, 122-first flap hole, 123-first flap hole, 124-second flap hole, 125-second flap hole, 126-oil return channel, 127-an oil hole, 128-a connecting ring, 129-an oil plug, 130-an oil rule, 131-a deviation-correcting bearing, 2-a crankshaft, 201-a first transmission gear, 202-a second transmission gear, 203-a first connecting rod, 204-a second connecting rod, 205-a first throwing rule, 206-a second throwing rule, 207-a first connecting shaft, 208-a front connecting plate, 209-a transition connecting plate, 210-a rear connecting plate, 211-a second connecting shaft, 212-an oil return hole, 213-an annular groove, 214-a through hole, 3-a first throttle valve assembly, 4-a second throttle valve assembly, 5-an oil-gas separating mechanism, 501-a separating cylinder cover, 502-a mounting cavity, 503-a separating box, 504-a first separating chamber and 505-an oil storage chamber, 506-a second separation chamber, 507-a first notch, 508-a second notch, 509-a cover plate, 510-an exhaust hole, 512-an opening and closing elastic piece, 513-a first baffle, 514-a second baffle, 516-a mounting plate, 517-an airflow hole, 518-a first rib plate, 519-a second rib plate and 520-an oil discharge hole.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and therefore are only examples, and the protection scope of the present invention is not limited thereby.
Example 1
As shown in fig. 1 to 3 and 8, the present embodiment provides a two-cylinder horizontally-opposed engine, which includes a cylinder body 1 and a crankshaft 2; the cylinder body 1 includes a first cylinder 101 and a second cylinder 102, and the first cylinder 101 and the second cylinder 102 are connected horizontally and facing each other. A first shell 103 is arranged on the first cylinder body 101, and a first channel 104 which is transversely penetrated is arranged in the first shell 103; the second cylinder 102 is provided with a second housing 105, and the second housing 105 is provided with a second passage 106 extending in the transverse direction. Both ends of the crankshaft 2 are rotatably connected to a joint of the first cylinder 101 and the second cylinder 102. The crankshaft 2 is provided with a first transmission gear 201 and a second transmission gear 202, the first transmission gear 201 and the second transmission gear 202 are located on two sides of a rotary connection position of one end of the crankshaft 2 and the cylinder body 1, the first transmission gear 201 corresponds to the first passage 104, and the second transmission gear 202 corresponds to the second passage 106.
According to the technical scheme, the first cylinder body 101 and the second cylinder body 102 are designed to be horizontally opposite, and then the first transmission gear 201 and the second transmission gear 202 are designed on two sides of the rotary connection position of one end of the crankshaft 2 and the cylinder body 1, so that the design of the first cylinder body 101 and the first shell 103 and the design of the second cylinder body 102 and the second shell 105 are optimized in light weight; because in this technical scheme, the first transmission gear 201 and the second transmission gear 202 any other arrangement will all increase the weight of first cylinder 101 or second cylinder 102, so this technical scheme has lightened the weight of cylinder body through to first transmission gear 201 and the reasonable arrangement of second transmission gear 202 on bent axle 2 to the weight of whole unmanned aerial vehicle has been lightened.
In order to facilitate the heat dissipation of the first cylinder 101 and the second cylinder 102, a plurality of annular cooling fins 107 with different sizes are arranged in parallel on the outer sides of the first cylinder 101 and the second cylinder 102. At least one annular cooling fin of the first cylinder 101 is connected with the first shell 103, so that the connection strength and the structural strength of the first shell 103 and the first cylinder 101 are improved; at least one annular heat sink of the second cylinder 102 is connected to the second housing 105, which improves the connection strength and structural strength between the second housing 105 and the second cylinder 102.
Specifically, a joint of the first cylinder block 101 and the second cylinder block 102 is provided with a first connection hole 108 and a second connection hole 109 for connecting the crankshaft 2; one end of the crankshaft 2 is rotatably connected with the inner wall of the first connection hole 108 through a first bearing 110, and the other end of the crankshaft 2 is rotatably connected with the inner wall of the second connection hole 109 through a second bearing 111; the first and second transmission gears 201 and 202 are located at both sides of the first bearing 110. In addition, one end cover of bent axle 2 is equipped with rectifying bearing 131, and the one end of bent axle 2 is connected with the inner wall rotation of first connecting hole 108 through rectifying bearing 131, and first bearing 110 and rectifying bearing 131 are located the both sides of first transmission gear 201. The position design of the deviation rectifying bearing 131 improves the stability of the crankshaft 2 during rotation, reduces the bearing load of the crankshaft 2 during rotation, and effectively avoids the phenomenon of shaft breakage of the crankshaft 2 during rotation.
Example 2
As shown in fig. 4 and 5, the present embodiment includes substantially the same components and connection relationship as embodiment 1, except that a first connecting rod 203 and a second connecting rod 204 are rotatably connected to the crankshaft 2, the first connecting rod 203 is provided with a first swing rule 205, and the second connecting rod 204 is provided with a second swing rule 206; a first half oil storage cavity 112 is formed in the side, close to the second cylinder body, of the first cylinder body 101, a second half oil storage cavity 113 is formed in the side, close to the first cylinder body, of the second cylinder body 102, and the first cylinder body 101 and the second cylinder body 102 are oppositely connected to enable the first half oil storage cavity 112 and the second half oil storage cavity 113 to form an oil storage cavity; both the first throw ruler 205 and the second throw ruler 206 are located above the reservoir.
When the crankshaft drives the first connecting rod 203 and the second connecting rod 204 to rotate, the first swinging ruler 205 of the first connecting rod 203 and the second swinging ruler 206 of the second connecting rod 204 circularly and reciprocally flap the engine oil in the oil storage cavity in the cylinder body rapidly, so that the engine oil splashes and forms mist engine oil in the inner cavity of the first cylinder 101 and the inner cavity of the first cylinder 102, and all parts in the cylinder body 1 are lubricated; in addition, among this technical scheme, 2 rotation circles of bent axle can realize that first throwing chi 205 and the second throws the chi 206 and beats the machine oil in the oil storage intracavity once respectively, and 2 rotation circles of bent axle can realize that machine oil splashes twice in other words, have improved the lubricated effect of each part in the cylinder body 1 effectively, have guaranteed to realize fully lubricating to the relevant spare part in the double-cylinder engine to the life cycle of relevant spare part has been prolonged, has reduced the maintenance cost.
Meanwhile, the inner cavity of the first cylinder block 101 is provided with a first piston 114 in movable fit, and the far crankshaft end of the first connecting rod 203 is hinged with the first piston 114; the inner cavity of the second cylinder 102 is provided with a movably matched second piston 115, and the distal crankshaft end of the second connecting rod 204 is hinged with the second piston 115. The rotation of the crankshaft 2 drives the first connecting rod 203 and the second connecting rod 204 to reciprocate back and forth, thereby simultaneously driving the first piston 114 and the second piston 115 to work in the first cylinder 101 and the second cylinder 102, respectively.
In this implementation, in order to guarantee that first get rid of chi 205 and second get rid of the chi 206 and beat the machine oil atomizing degree behind the machine oil, proposed first get rid of chi 205 and second and got rid of two kinds of arrangement modes of chi 206. First, the first swing rule 205 and the second swing rule 206 are arranged in parallel. Secondly, the first swing rule 205 and the second swing rule 206 are symmetrically arranged relative to the crankshaft 2, the included angle between the first swing rule 205 and the first connecting rod 203 is 80-100 degrees, and the included angle between the second swing rule 206 and the second connecting rod 204 is 80-100 degrees; if the included angle between the first swing rule 205 and the first connecting rod 203 is too large, or the included angle between the second swing rule 206 and the second connecting rod 204 is too large, the length of the first swing rule 205 or the second swing rule 206 is increased, and the space of an oil storage cavity is also increased, so that the volume of the first cylinder body 101 or the second cylinder body 102 is increased, the material consumption of the first swing rule 205 or the second swing rule 206 is increased, and the cost and the weight of the cylinder body 1 are increased; therefore, practice shows that the angle between the first throwing rule 205 and the first connecting rod 203 is optimally 80-100 degrees, the angle between the second throwing rule 206 and the second connecting rod 204 is optimally 80-100 degrees, cost and weight of the cylinder body 1 can be effectively reduced, meanwhile, the oil atomization degree in the cylinder body 1 is ensured, and all parts in the cylinder body 1 can be fully lubricated.
Specifically, the crankshaft 2 comprises a first connecting shaft 207, a front connecting plate 208, a transition connecting plate 209, a rear connecting plate 210 and a second connecting shaft 211, wherein the first transmission gear 201 and the second transmission gear 202 are sleeved on the first connecting shaft 207, the front connecting plate 208, the transition connecting plate 209 and the rear connecting plate 210 are sequentially arranged in parallel with the center line, the first connecting shaft 207 is connected with the front connecting plate 208, and the second connecting shaft 211 is connected with the rear connecting plate 209; the front connecting plate 208 and the transition connecting plate 209 are connected through a first transition shaft, the transition connecting plate 209 and the rear connecting plate 210 are connected through a second transition shaft, and the first transition shaft and the second transition shaft are arranged in a staggered mode; a first connecting ring is arranged at the end, close to the crankshaft, of the first connecting rod 203, the first connecting ring is movably sleeved on the first transition shaft, the first connecting ring is connected with the first throwing rule 205, and the length direction of the first throwing rule 205 is consistent with the radial direction of the first connecting ring; a second connecting ring is arranged at the end, close to the crankshaft, of the second connecting rod 204, the second connecting ring is movably sleeved on the second transition shaft, the second connecting ring is connected with a second throwing ruler, and the length direction of the second throwing ruler is consistent with the radial direction of the second connecting ring. The first transmission gear 201 and the second transmission gear 202 are sleeved on the first connecting shaft 207, the first connecting shaft 207 is rotatably connected with the inner wall of the first connecting hole 108 through the first bearing 110, and the second connecting shaft 211 is rotatably connected with the inner wall of the second connecting hole 109 through the second bearing 111.
In this embodiment, the engine lubrication system further includes a first belt 118 and a second belt 119; a first rotating rod 116 is rotatably connected to the far crankshaft end of the first channel 104 of the first shell 103, a first chain wheel 117 is sleeved on the first rotating rod 116, the first transmission gear 201 and the first chain wheel 117 are in transmission connection through a first belt 118, and the first belt 118 is located in the first channel; the second rotating rod 120 is rotatably connected to the distal end of the second channel 106 of the second housing 105, the second sprocket 121 is sleeved on the second rotating rod 120, the second transmission gear 202 and the second sprocket 121 are in transmission connection through a second belt 119, and the second belt 119 is located in the second channel 106. The first throwing rule 205 and the second throwing rule 206 flap oil to splash on the first belt 118 and the second belt 119, the first belt 118 and the second belt 119 can bring the oil attached to the first belt 118 to the side of the corresponding first chain wheel 117 and the second chain wheel 121, and the oil attached to the first belt 118 and the second belt 119 can be separated at the corresponding first chain wheel 117 and the second chain wheel 121 to form granular oil due to centrifugal effect; in addition, in the process that the first transmission gear 201 drives the first chain wheel 117 to rotate through the first belt 118, the operation of the first belt 118 forms a circulating airflow in the first channel 104, so that the atomized oil above the oil storage cavity is brought to the side of the first chain wheel 117, and various parts such as a throttle valve and accessories thereof, a rocker arm, a first rotating rod and the like on the side of the first chain wheel 117 of the first cylinder body 101 are lubricated; in the process that the second transmission gear 202 drives the second chain wheel 121 to rotate through the second belt 119, the operation of the first belt 118 forms a circulating air flow in the second channel 106, so as to bring the atomized oil above the oil storage cavity to the side of the second chain wheel 121, and lubricate various parts of the second cylinder 102, such as a throttle valve, accessories, a rocker arm, a second rotating rod and the like close to the side of the second chain wheel 121. Therefore, the design of the first chain wheel 117, the second chain wheel 121, the first belt 118 and the second belt 119 realizes the sufficient lubrication of the parts on the first chain wheel 117 side of the first cylinder body 101 and the parts on the second chain wheel 121 side of the second cylinder body 102, and ensures that the parts at the inner center or the edge of the cylinder body 1 can be sufficiently lubricated. Moreover, the liquid engine oil formed in the first channel 103 flows back to the oil storage cavity along the bottom of the first channel 103, and the liquid engine oil formed in the second channel 106 flows back to the oil storage cavity along the bottom of the second channel 106, so that the primary recovery of the engine oil is realized.
In order to atomize the atomized engine oil or the granular engine oil on the first chain wheel 117 side and the second chain wheel 121 side for the second time, the first chain wheel 117 is provided with a plurality of first beating holes 122 which are uniformly distributed in the circumferential direction, and a first beating rib plate 123 is formed between every two adjacent first beating holes 122; the second sprocket 121 is provided with a plurality of second beating holes 124 uniformly distributed in the circumferential direction, and a second beating rib plate 124 is formed between two adjacent second beating holes 124. After the atomized engine oil or the granular engine oil on the first chain wheel 117 side enters the first beat-up hole 122, the first beat-up rib plate 123 is made to resist beating by the rotation of the first chain wheel 117, so that the atomized engine oil or the granular engine oil in the first beat-up hole 122 area is atomized again or secondarily, and the secondarily atomized engine oil or granular engine oil is more beneficial to lubrication of parts such as a throttle valve and accessories thereof, a rocker arm, a first rotating rod and the like; after the atomized engine oil or the granular engine oil on the side of the second chain wheel 121 enters the second beat-punching hole 124, the second beat-punching rib plate 124 is driven by the rotation of the second chain wheel 121 to resist the second beat-punching hole 124, so that the atomized engine oil or the granular engine oil in the second beat-punching hole 124 is atomized again or secondarily, and the secondarily atomized engine oil or granular engine oil is more favorable for lubricating the throttle valve and accessories, the rocker arm, the second rotating rod and other parts.
In this embodiment, the first throwing rule 205 and the second throwing rule 206 are both wedge-shaped, the large head end of the first throwing rule is connected with the first connecting rod, and the small head end of the first throwing rule is arc-shaped; the big head end that the chi was got rid of to the second is connected with the second connecting rod, and the tip that the chi was got rid of to the second is the arcwall face. The wedge-shaped design of the first and second flail rules 205, 206 improves the structural strength of the first and second flail rules 205, 206. The small end design of the arc surfaces of the first throwing rule 205 and the second throwing rule 206 improves the contact area of the machine oil for beating, and improves the efficiency of beating the machine oil into mist.
Example 3
As shown in fig. 6, the present embodiment includes components and their connection relationships substantially the same as those of embodiments 1 and 2, except that the crankshaft 2 is provided with an oil return hole 212 along the axial direction, and the oil return hole 212 communicates with the inner cavity of the first cylinder 101; an annular groove 213 coaxial with the crankshaft 2 is arranged at a rotating connection part of the cylinder body 1 and the crankshaft 2, and a through hole 214 for communicating the oil return hole 212 and the annular groove 213 is arranged on the crankshaft 2; an oil return passage 126 is arranged on the first cylinder 101 corresponding to the annular groove, and an oil outlet of the oil return passage 126 is communicated with the annular groove 213.
In the technical scheme, the recovered engine oil is sent into the annular groove 213 for storage through the oil return channel 126, when negative pressure occurs in the inner cavity of the cylinder body 1, the through hole 214 of the crankshaft 2 is transferred into the engine oil stored in the annular groove 213, and the engine oil in the annular groove 213 can be sent into the inner cavity of the cylinder body 1 through the oil return hole 212 of the crankshaft 2, so that the automatic cyclic utilization of the recovered engine oil is realized; meanwhile, the engine oil stored in the annular groove 213 is flapped on the inner wall of the oil return hole 212 through the through hole 214 of the crankshaft 2 to form granular or atomized engine oil, and the engine oil which is not formed into granules or atomized engine oil is flapped on the crankshaft along the oil return hole 212, so that the engine oil which is not formed into granules or atomized engine oil can be granulated or atomized, parts in the central area such as the crankshaft are fully lubricated, and the phenomenon that the parts in the central area such as the crankshaft are insufficiently lubricated is avoided.
Specifically, second connecting hole 109 includes bearing connecting hole and sealed connecting hole, and bent axle 2 rotates with the inner wall of bearing connecting hole through second bearing 111 to be connected, and bent axle 2 rotates sealed connection through first sealing washer and sealed connecting hole, and second bearing 111 is the interval with first sealing washer to be arranged on the bent axle, forms annular groove 213 between second bearing 111 and the first sealing washer. In this embodiment, the second connecting shaft 211 is provided with an oil return hole 212 along the axial direction, the second connecting shaft 211 is provided with a through hole 214 for communicating the oil return hole 212 with the annular groove 213, and the transition connecting plate 209 is provided with a circulation hole. In operation, the liquid engine oil sucked by negative pressure in the oil return hole 212 is beaten on the transition connecting plate 209 to form mist engine oil, and part of the liquid engine oil passes through the flow hole of the transition connecting plate 209 and is beaten on the front connecting plate 208 to form mist engine oil, so that parts in the central areas of the front connecting plate 208, the transition connecting plate 209, the rear connecting plate 210 and the like are fully lubricated.
The technical scheme solves a core technical problem, because when the front connecting plate 208, the transition connecting plate 209 and the rear connecting plate 210 in the crankshaft rotate, the atomized engine oil in the area can do centrifugal motion under the rotation of the front connecting plate 208, the transition connecting plate 209, the rear connecting plate 210 and other parts, thereby causing the phenomenon of poor lubricating effect of the central area parts such as the front connecting plate 208, the transition connecting plate 209, the rear connecting plate 210 and the like; the technical proposal just solves the problem, so that the front connecting plate 208, the transition connecting plate 209, the rear connecting plate 210, the joint of the crankshaft 2 and the first connecting rod 203, the joint of the crankshaft 2 and the second connecting rod 204, and the like are sufficiently lubricated.
In order to effectively recover and utilize the high-temperature mist engine oil in the cylinder body 1, the first cylinder body 101 is provided with an oil-gas separation mechanism 5 for performing oil-gas separation on the high-temperature mist engine oil in the cylinder body 1, the oil-gas separation mechanism 5 is provided with an oil discharge hole, and the oil discharge hole of the oil-gas separation mechanism 5 is connected with the oil inlet of the oil return passage 126 through a connecting pipeline.
Specifically, as shown in fig. 7 and 9, the oil-gas separation mechanism 5 includes a separation cylinder cover 501, the separation cylinder cover 501 is connected to the first cylinder 101, the separation cylinder cover 501 is provided with an installation cavity 502, and the installation cavity 502 is communicated with an inner cavity of the first cylinder 101; a separation box 503 is arranged on the separation cylinder cover 501, a first separation chamber 504, an oil storage chamber 505 and a second separation chamber 506 are arranged in the separation box 503, a first notch 507 communicating the first separation chamber 504 with the oil storage chamber 505 is arranged in the separation box 503, and a second notch 508 communicating the oil storage chamber 505 with the second separation chamber 506 is arranged in the separation box 503; a cover plate 509 is arranged on the separation box 503, a vent hole 510 is arranged on the cover plate 509, the vent hole 510 corresponds to the second separation chamber 506, and the vent hole 510 is arranged at one end of the second separation chamber 506 far away from the oil storage chamber; the bottom of the first separation chamber 504 is provided with a separation hole communicating with the installation cavity 502. In this embodiment, the exhaust holes 510 of the cover 509 are provided with exhaust pipes extending outward. Meanwhile, the first separation chamber 504, the oil storage chamber 505 and the second separation chamber 506 are communicated in sequence to form a U shape, so that the volume and the weight of the oil-gas separation mechanism 5 can be greatly reduced. Further, the oil drain hole 520 is provided at the bottom of the oil reservoir chamber 505, the oil drain hole 520 of the oil reservoir chamber 505 is connected to the oil inlet of the oil return passage 126 through a connecting pipe, and the oil recovered from the oil reservoir chamber 505 flows into the annular groove 213 through the connecting pipe and the oil return passage 126.
In order to ensure that the liquid engine oil recovered in first separation chamber 504 and second separation chamber 506 can flow into oil storage chamber 505, the bottom surface level of each of first separation chamber 504 and second separation chamber 506 is higher than the bottom surface level of oil storage chamber 505. The bottom surface of each first separation chamber 504 is inclined downward toward the oil reservoir chamber 505. The bottom surfaces of the second separation chambers 506 are all inclined downward toward the oil reservoir chamber 505; the bottom surface of the oil reservoir 505 is inclined toward the drain hole to prevent the oil reservoir from being formed at the bottom of the oil reservoir 505.
In addition, the oil-gas separation mechanism 5 further includes an opening/closing spring 512, one end of the opening/closing spring 512 is connected to the bottom surface of the first separation chamber 504, and the other end of the opening/closing spring 512 movably covers the separation hole of the first separation chamber 504. When the inner cavity of the cylinder body 1 is under negative pressure, the other end of the opening and closing spring plate 512 tightly covers the separation hole of the first separation chamber 504; when the inner cavity of the cylinder body 1 is at a positive pressure, the high-temperature atomized engine oil flow in the inner cavity of the cylinder body 1 pushes the opening and closing spring plate 512 through the separation hole of the first separation chamber 504, and then the high-temperature atomized engine oil flow is subjected to oil-gas separation in sequence through the first separation chamber 504, the oil storage chamber 505 and the second separation chamber 506 and then is discharged through the exhaust pipe of the cover plate 509. After the high-temperature atomized engine oil flows through the separation holes, the high-temperature atomized engine oil is condensed in the first separation chamber 504, the oil storage chamber 505 and the second separation chamber 506 to form liquid engine oil; moreover, the first separation chamber 504, the oil storage chamber 505, the first notch 507, the second notch 508, and the second separation chamber 506 are designed to extend the path between the high-temperature atomized engine oil airflow from the separation hole to the exhaust pipe of the cover plate 509, and the spaces of the first separation chamber 504, the oil storage chamber 505, and the second separation chamber 506 can also accommodate part of the high-temperature atomized engine oil airflow, so that the condensation efficiency of the high-temperature atomized engine oil airflow is improved, and the recovery rate of the engine oil is improved.
In order to further extend the path between the high temperature atomized engine oil flow from the separation hole and the exhaust pipe of the cover 509, the second notch is provided with a first baffle 513, the inner wall of the second separation chamber 506 is provided with a second baffle 514, and the first baffle 513 and the second baffle 514 are arranged oppositely and in a staggered manner. Also, the second barrier 514 is positioned between the first barrier 513 and the exhaust holes 510.
Further, the bottom of the oil storage chamber 505 is provided with a first rib plate 518 and a second rib plate 519, the side wall of the first rib plate 518 is connected with the side wall of the oil storage chamber 505 close to the first notch 507, the second rib plate 519 is connected with the inner wall of the oil storage chamber 505, the first rib plate 518 and the second rib plate 519 are arranged oppositely and in a staggered mode, the first rib plate 518 and the second rib plate 519 are located between the first notch 507 and the first baffle 513, and the first baffle 513 is arranged on one side of the second notch 508 close to the first notch 507. The path between the high-temperature atomized engine oil flow from the separation hole to the exhaust pipe of the cover plate 509 is further extended by the position arrangement of the first rib plate 518, the second rib plate 519 and the first baffle 513, and the condensation efficiency of the high-temperature atomized engine oil flow is improved.
The double-cylinder horizontally-opposed engine also comprises a first throttle valve assembly 3 and a second throttle valve assembly 4; the first throttle valve assembly 3 and the second throttle valve assembly 4 are respectively installed on the first cylinder body 101 and the second cylinder body 102, the first rotating rod 116 is connected with the first throttle valve assembly 3, and the second rotating rod 120 is connected with the second throttle valve assembly 4. In this embodiment, a mounting plate 516 connected to the first throttle assembly 3 is disposed in the mounting cavity 502 of the separation cylinder cover 501, the mounting plate 516 divides the mounting cavity into a first chamber and a second chamber, an airflow hole 517 is disposed on the mounting plate 516, and the first separation chamber 504 is communicated with the second chamber through the separation hole. The first chamber and the second chamber are communicated through an air flow hole 517, the first chamber is communicated with the first passage 104, and the high-temperature atomized engine oil air flow of the first chamber enters the second chamber through the air flow hole 517 of the mounting plate 516. The inner wall of the first chamber is provided with a mounting hole, one end of the first rotating rod 116 is rotatably connected with the mounting hole of the first chamber, the other end of the first rotating rod 116 is connected with a cam, the cam is matched with the first throttle valve assembly 3, the first throttle valve assembly 3 is arranged in the mounting cavity 502, and the cam rotates to drive the first throttle valve assembly 3 to work; the fitting relationship of the second throttle assembly 4 and the second rotating lever 120 is the same as that of the first throttle assembly 3 and the first rotating lever 116. The operation of the throttle assembly by rotating the cam with the rotating rod is prior art and will not be described in detail herein.
In order to detect the amount of oil in the cylinder body 1 as needed, the first cylinder body 101 is provided with an oil hole 127, the oil hole 127 of the first cylinder body 101 is provided with a connecting ring 128 extending outward, the connecting ring 128 is internally threaded with an oil plug 129, the oil plug 129 is provided with an oil level gauge 130, and the oil level gauge 130 is disposed between the first link 203 and the first bearing 110. To ensure that the dipstick 130 does not interfere with the rotation of the crankshaft 2, the dipstick 130 is disposed between the forward link plate 208 and the first bearing 110 by carefully investigating the structure of the block body 1 and the crankshaft 2, and only such a position is convenient for mounting the dipstick 130 in the entire two-cylinder opposed engine.
It should be noted that the above preferred embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; these modifications and substitutions do not cause the essence of the corresponding technical solution to depart from the scope of the technical solution of the embodiments of the present invention, and are intended to be covered by the claims and the specification of the present invention.
Claims (10)
1. A double-cylinder horizontally-opposed engine is characterized in that: comprises a cylinder body and a crankshaft;
the cylinder body comprises a first cylinder and a second cylinder, and the first cylinder and the second cylinder are horizontally connected in a facing manner; a first shell is arranged on the first cylinder body, and a first channel which is transversely communicated is arranged in the first shell; a second shell is arranged on the second cylinder body, and a second channel which is transversely communicated is arranged in the second shell;
the two ends of the crankshaft are rotatably connected with the joint of the first cylinder body and the second cylinder body, a first transmission gear and a second transmission gear are arranged on the crankshaft, the first transmission gear and the second transmission gear are located on two sides of the rotary joint of one end of the crankshaft and the cylinder body, the first transmission gear corresponds to the first channel, and the second transmission gear corresponds to the second channel.
2. The double-cylinder horizontally opposed engine as recited in claim 1, wherein:
the outside of first cylinder body and second cylinder body all is equipped with a plurality ofly and is parallel arrangement and the annular fin that the size differs, and at least one annular fin and the first casing of first cylinder body are connected, and at least one annular fin and the second casing of second cylinder body are connected.
3. The double-cylinder horizontally opposed engine as recited in claim 1, wherein:
a first connecting hole and a second connecting hole for connecting a crankshaft are formed in the joint of the first cylinder body and the second cylinder body; one end of the crankshaft is rotationally connected with the inner wall of the first connecting hole through a first bearing, and the other end of the crankshaft is rotationally connected with the inner wall of the second connecting hole through a second bearing; the first transmission gear and the second transmission gear are positioned on two sides of the first bearing; one end cover of bent axle is equipped with the bearing of rectifying, and the one end of bent axle is rotated through the bearing of rectifying and is connected with the inner wall of first connecting hole, and first bearing and the bearing of rectifying are located the both sides of first drive gear.
4. The double-cylinder horizontally opposed engine as recited in claim 3, wherein:
the crankshaft is rotatably connected with a first connecting rod and a second connecting rod, the first connecting rod is provided with a first throwing ruler, and the second connecting rod is provided with a second throwing ruler;
a first half oil storage cavity is formed in the first cylinder body close to the second cylinder body, a second half oil storage cavity is formed in the second cylinder body close to the first cylinder body, and the first cylinder body and the second cylinder body are oppositely connected to enable the first half oil storage cavity and the second half oil storage cavity to form an oil storage cavity; the first rule and the second rule are all located above the oil storage cavity.
5. The double-cylinder horizontally opposed engine as recited in claim 4, wherein: the device also comprises a first belt and a second belt;
the far crankshaft end of the first channel of the first shell is rotatably connected with a first rotating rod, a first chain wheel is sleeved on the first rotating rod, a first transmission gear is in transmission connection with the first chain wheel through a first belt, and the first belt is located in the first channel; the far-end crankshaft end of the second channel of the second shell is rotatably connected with a second rotating rod, a second chain wheel is sleeved on the second rotating rod, a second transmission gear and the second chain wheel are connected through a second belt in a transmission mode, and a second belt is located in the second channel.
6. The double-cylinder horizontally opposed engine as recited in claim 5, wherein:
be equipped with the machine oil hole on the first cylinder body, the machine oil hole of first cylinder body is equipped with the consecutive ring of outside extension, and threaded connection has the machine oil stopper in the consecutive ring, is equipped with the machine oil chi on the machine oil stopper, and the machine oil chi is arranged between first connecting rod and first bearing.
7. The double-cylinder horizontally opposed engine according to any one of claims 1 to 6, wherein:
an oil return hole is axially formed in the crankshaft and is communicated with an inner cavity of the first cylinder body; an annular groove coaxial with the crankshaft is arranged at a rotating connection part of the cylinder body and the crankshaft, and a through hole for communicating the oil return hole with the annular groove is formed in the crankshaft; an oil return channel is arranged on the first cylinder body corresponding to the annular groove, and an oil outlet of the oil return channel is communicated with the annular groove.
8. The dual-cylinder horizontally opposed engine as recited in claim 7, wherein:
the oil-gas separation device is characterized in that an oil-gas separation mechanism used for carrying out oil-gas separation on high-temperature atomized engine oil in the cylinder body is arranged on the first cylinder body, an oil discharge hole is formed in the oil-gas separation mechanism, and the oil discharge hole of the oil-gas separation mechanism is connected with an oil inlet of the oil return channel through a connecting pipeline.
9. The dual-cylinder horizontally opposed engine as recited in claim 8, wherein:
the oil-gas separation mechanism comprises a separation cylinder cover, the separation cylinder cover is connected with the first cylinder body, and the separation cylinder cover is provided with an installation cavity which is communicated with an inner cavity of the first cylinder body; the separating cylinder cover is provided with a separating box, a first separating chamber, an oil storage chamber and a second separating chamber are arranged in the separating box, a first notch communicated with the first separating chamber and the oil storage chamber is formed in the separating box, and a second notch communicated with the oil storage chamber and the second separating chamber is formed in the separating box; the separation box is provided with a cover plate, the cover plate is provided with an exhaust hole, the exhaust hole corresponds to the second separation chamber, and the exhaust hole is arranged at one end of the second separation chamber far away from the oil storage chamber; the bottom of the first separation chamber is provided with a separation hole communicated with the installation cavity; an oil discharge hole is formed in the bottom of the oil storage chamber, and the oil discharge hole of the oil storage chamber is connected with an oil inlet of the oil return channel through a connecting pipeline.
10. The dual-cylinder horizontally opposed engine as recited in claim 9, wherein:
the oil-gas separation mechanism also comprises an opening-closing elastic sheet, one end of the opening-closing elastic sheet is connected with the bottom surface of the first separation chamber, and the other end of the opening-closing elastic sheet movably covers the separation hole of the first separation chamber; the mounting cavity of the separating cylinder cover is internally provided with a mounting plate connected with the first throttle valve assembly, the mounting plate divides the mounting cavity into a first cavity and a second cavity, and the first separating chamber is communicated with the second cavity through a separating hole; the mounting plate is provided with an airflow hole, and the first separation chamber is communicated with the second chamber through the separation hole.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110048889.0A CN112727596A (en) | 2021-01-14 | 2021-01-14 | Double-cylinder horizontally-opposed engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110048889.0A CN112727596A (en) | 2021-01-14 | 2021-01-14 | Double-cylinder horizontally-opposed engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112727596A true CN112727596A (en) | 2021-04-30 |
Family
ID=75593075
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110048889.0A Pending CN112727596A (en) | 2021-01-14 | 2021-01-14 | Double-cylinder horizontally-opposed engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112727596A (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1637241A (en) * | 1998-11-25 | 2005-07-13 | 本田技研工业株式会社 | Apparatus for feeding secondary air to exhaust gas in engine |
| US20090090327A1 (en) * | 2007-10-03 | 2009-04-09 | Industrial Technology Research Institute | Lubrication device of four-stroke engines |
| CN201306197Y (en) * | 2008-11-06 | 2009-09-09 | 冯立群 | Universal gasoline engine with opposed double-cylinder four-stroke overhead camshaft |
| CN206886084U (en) * | 2017-06-30 | 2018-01-16 | 范硕 | A kind of fountain belt cleaning device |
| CN207989098U (en) * | 2017-12-28 | 2018-10-19 | 金华市隆泰动力有限公司 | Oil lubrication mechanism is dialled in a kind of engine cylinder |
| CN209163904U (en) * | 2018-11-22 | 2019-07-26 | 苏州市双马机电有限公司 | A kind of gas oil separation structure of petrol engine |
| CN111271175A (en) * | 2020-02-10 | 2020-06-12 | 永康市兴虎动力机械有限公司 | Portable four-stroke gasoline engine of hand-held type multipurpose |
| CN214145674U (en) * | 2021-01-14 | 2021-09-07 | 重庆航控科技有限公司 | Double-cylinder horizontally-opposed engine |
-
2021
- 2021-01-14 CN CN202110048889.0A patent/CN112727596A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1637241A (en) * | 1998-11-25 | 2005-07-13 | 本田技研工业株式会社 | Apparatus for feeding secondary air to exhaust gas in engine |
| US20090090327A1 (en) * | 2007-10-03 | 2009-04-09 | Industrial Technology Research Institute | Lubrication device of four-stroke engines |
| CN201306197Y (en) * | 2008-11-06 | 2009-09-09 | 冯立群 | Universal gasoline engine with opposed double-cylinder four-stroke overhead camshaft |
| CN206886084U (en) * | 2017-06-30 | 2018-01-16 | 范硕 | A kind of fountain belt cleaning device |
| CN207989098U (en) * | 2017-12-28 | 2018-10-19 | 金华市隆泰动力有限公司 | Oil lubrication mechanism is dialled in a kind of engine cylinder |
| CN209163904U (en) * | 2018-11-22 | 2019-07-26 | 苏州市双马机电有限公司 | A kind of gas oil separation structure of petrol engine |
| CN111271175A (en) * | 2020-02-10 | 2020-06-12 | 永康市兴虎动力机械有限公司 | Portable four-stroke gasoline engine of hand-held type multipurpose |
| CN214145674U (en) * | 2021-01-14 | 2021-09-07 | 重庆航控科技有限公司 | Double-cylinder horizontally-opposed engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6213078B1 (en) | Lubricating system in a 4-cycle engine | |
| US4285303A (en) | Swash plate internal combustion engine | |
| AU755108B2 (en) | Handheld type four-cycle engine | |
| US6508224B2 (en) | Handheld type four-cycle engine | |
| US6021766A (en) | Breather device for engine | |
| CN214145674U (en) | Double-cylinder horizontally-opposed engine | |
| CN214424561U (en) | Engine lubricating structure | |
| US11111829B2 (en) | Internal combustion engine with improved lubrication circuit | |
| CN214403705U (en) | Engine lubricating system | |
| CN214145612U (en) | Engine oil return structure of engine | |
| CN212690200U (en) | Engine and crankcase thereof | |
| US2243818A (en) | Internal combustion engine | |
| CN211543245U (en) | All-terrain vehicle and hybrid power assembly thereof | |
| CN214330721U (en) | Oil-gas separation mechanism of engine | |
| CN112727596A (en) | Double-cylinder horizontally-opposed engine | |
| CN112627930A (en) | Engine lubricating system | |
| CN112727564A (en) | Engine oil return structure of engine | |
| US20060292024A1 (en) | Internal gear pump in combustion engine | |
| US1881149A (en) | Hydrocarbon engine | |
| CN213980911U (en) | Motorcycle engine with oil-gas separation mechanism | |
| CN112757888A (en) | All-terrain vehicle and hybrid power assembly thereof | |
| US9057294B2 (en) | Engine provided with lubricating structure | |
| TW201819750A (en) | Balanced rotary engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |