CN105937440A - Opposite-piston, two-stroke and variable-compression-ratio type gasoline engine - Google Patents

Abstract

The invention discloses a two-stroke variable compression ratio gasoline engine with opposed pistons, which relates to the field of internal combustion engines. The mechanism is connected through the crankshaft, the first spark plug, the second spark plug and the fuel injector are arranged on the outer peripheral wall of the cylinder block, and the gear synchronization mechanism is connected with the motor; the gear synchronization mechanism is provided with an intake side gear and an exhaust side gear, and the intake The side gear is connected to the intake side crankshaft, the exhaust side gear is connected to the exhaust side crankshaft, at least two intermediate gears are arranged between the intake side gear and the exhaust side gear, the intake side gear, the intermediate gear and the exhaust side gear The meshed gears in the gears are connected through connecting plates. The gear synchronous mechanism of the present invention can change the movement phase difference of the opposed pistons so as to change the working volume of the cylinder at the inner dead center and outer dead center of the opposed pistons, and realize variable compression ratio during the working process of the gasoline engine.

Description

A Two-stroke Opposite-Piston Gasoline Engine with Variable Compression Ratio

technical field

The invention relates to the technical field of internal combustion engines, in particular to an opposed-piston two-stroke gasoline engine with variable compression ratio.

Background technique

The advent of the internal combustion engine has experienced more than 100 years of development. The modern internal combustion engine is not what it used to be in terms of structure and performance, but it is still developing and improving. The current development of the internal combustion engine industry is mainly centered on energy saving, fully taking into account the requirements of emissions and reliability, so as to achieve an overall improvement in the performance of internal combustion engines. Petroleum fuel consumed by internal combustion engines accounts for more than 60% of the total petroleum consumption, and almost 50% of CO, HC and NOx emissions from burning fossil fuels come from internal combustion engines. Therefore, on the premise of meeting the power performance requirements, reducing the fuel consumption of internal combustion engines and reducing harmful emissions to the environment have become the main problems faced by the internal combustion engine industry at present.

For gasoline engines, in order to improve cycle thermal efficiency and reduce fuel consumption rate, it is necessary to greatly increase the compression ratio of internal combustion engines, but the knock problem has become an insurmountable obstacle. The output power of the whole machine increases with the increase of the compression ratio, but if the compression ratio is too high, there will be knocking in the cylinder, resulting in a decrease in power output and an increase in mechanical load and thermal load. Therefore, the compression ratio needs to be adjusted according to the change of the speed and load . The traditional variable compression ratio design schemes mainly include: cylinder head and cylinder block movement scheme, combustion chamber shape change scheme, piston compression height change scheme, crankshaft position change scheme and connecting rod effective length change scheme, but in the process of engineering practice, some Design bottlenecks often restrict the realization of variable compression ratios, so it is difficult to achieve variable compression ratios with traditional mechanical design methods.

Contents of the invention

The invention provides a two-stroke variable compression ratio gasoline engine with opposed pistons. The phase difference of the movement of the opposed pistons can be changed through a gear synchronization mechanism so as to change the working volume of the cylinder at the inner dead center and the outer dead center of the opposed pistons, so as to realize the opposite The compression ratio of the piston two-stroke gasoline engine is variable during operation.

The invention provides a two-stroke variable compression ratio gasoline engine with opposed pistons, comprising:

The cylinder block, the gear synchronization mechanism, the first spark plug, the second spark plug, the fuel injector and the motor, the cylinder block and the gear synchronization mechanism are connected through the crankshaft, and the first spark plug, the second spark plug and the fuel injector are arranged on the outer peripheral wall of the cylinder block On, the gear synchronization mechanism is connected with the motor;

One end of the cylinder block is connected to the crankcase on the exhaust side, and the other end is connected to the crankcase on the intake side. The cylinder block is provided with an exhaust-side piston and an intake-side piston. The exhaust-side piston and the intake-side piston are arranged opposite to each other. The inner wall of the cylinder block is in sliding contact, the exhaust side crankshaft is fixed in the exhaust side crankcase, the intake side crankshaft is fixed in the intake side crankcase, the exhaust side piston is connected to the exhaust side crankshaft through the exhaust side connecting rod, The piston on the intake side is connected to the crankshaft on the intake side through the intake side connecting rod. The cylinder walls on both sides of the center line of the cylinder block are symmetrically provided with an intake cavity and an exhaust cavity, and the cylinder walls on both sides of the center line of the cylinder block are also symmetrical. An air inlet and an exhaust port are provided, the air inlet chamber communicates with the air inlet, and the exhaust chamber communicates with the exhaust port;

The gear synchronization mechanism is provided with an intake side gear and an exhaust side gear. The intake side gear is connected to the intake side crankshaft, and the exhaust side gear is connected to the exhaust side crankshaft. At least two intermediate gears, the meshing gears of the intake side gear, the intermediate gear and the exhaust side teeth are connected through a connecting plate.

Preferably, the first spark plug, the second spark plug and the fuel injector are arranged on the outer peripheral wall at the center line of the cylinder block, the first spark plug and the second spark plug are distributed symmetrically at 180°, and the fuel injector is arranged on the first spark plug and the second spark plug. The included angle between the spark plugs and between the fuel injector and the first spark plug is 90°.

Preferably, the exhaust side piston is connected to the exhaust side connecting rod through the exhaust side piston pin, and the intake side piston is connected to the intake side connecting rod through the intake side piston pin.

Preferably, the air inlet is provided with a radial angle of the air inlet relative to the radial direction of the cylinder body, the radial angle of the air inlet is 10°-20°, the air outlet is in the form of a straight air port, and the height of the air outlet is greater than that of the air inlet. Height, the width of the exhaust port is smaller than the width of the intake port.

Preferably, the crankcase on the exhaust side is surrounded by an oil pan on the exhaust side, and the crankcase on the intake side is surrounded by an oil pan on the intake side.

Preferably, the sum of the center distances of adjacent gears among the intake side gear, the intermediate gear and the exhaust side gear is greater than the center distance between the intake side crankshaft and the exhaust side crankshaft.

Preferably, a first intermediate gear and a second intermediate gear are arranged between the intake-side gear and the exhaust-side gear, and the connecting plate includes an intake-side gear connecting plate, an exhaust-side gear connecting plate, and an intermediate gear connecting plate. The side gear is connected and meshed with the first intermediate gear through the intake side gear connecting plate, the exhaust side gear is connected and meshed with the second intermediate gear through the exhaust side gear connecting plate, the first intermediate gear and the second intermediate gear pass through The intermediate gear connecting plates are connected and meshed.

Preferably, the included angle between the line connecting the centers of the first intermediate gear and the intake side gear and the line connecting the centers of the intake side crankshaft and the exhaust side crankshaft is _θ1 ; the line connecting the centers of the second intermediate gear and the exhaust side gear and The included angle between the centers of the crankshaft on the intake side and the crankshaft on the exhaust side is θ ₂ , where θ ₁ =θ ₂ .

Preferably, one end of the exhaust side gear connection plate is provided with an exhaust side hinge hole to be hinged with the main journal of the exhaust side crankshaft, and the other end is provided with a second intermediate gear hinge shaft to be hinged with the second intermediate gear; the intermediate gear connection plate One end is provided with the hinge hole of the first intermediate gear to be hinged with the first intermediate gear, and the other end is provided with the hinge hole of the second intermediate gear to be hinged with the second intermediate gear; The hinge hole is hinged with the main journal of the crankshaft on the intake side, the second end is provided with the hinge shaft of the first intermediate gear and the first intermediate gear is hinged, and the third end is provided with a motor hinge hole to connect with the motor.

Preferably, the motor is a stepper motor.

The present invention has the following beneficial effects:

(1) Adopting the "air port-air port" direct-current scavenging method combined with the radial inclination of the air intake port and the structure of the air intake cavity can realize the organization of vortex and tumble flow in the cylinder to meet the formation of the mixture in the cylinder and the organization of the combustion process.

(2) The high-pressure in-cylinder direct injection system with injectors arranged on the side wall of the cylinder block is adopted, and the "asymmetric spray" mode on the intake and exhaust sides is designed to cooperate with the oblique-axis tumble flow in the cylinder, so as to effectively realize the mist beam guidance and Airflow guidance; at the same time, uniform mixing and stratified mixing under different working conditions can be realized by controlling different fuel injection strategies.

(3) The use of flat-top pistons and dual spark plugs for opposite ignition can effectively shorten the combustion duration and increase the combustion rate. The dual-spark plug ignition scheme with opposite design can ensure that the combustion of the mixture in the cylinder spreads symmetrically from both sides to the center evenly, which can reduce the occurrence of knocking. At the same time, the fuel injector and the spark plug are arranged at a certain angle, and the fuel spray is as close as possible to the spark plug to ensure that a denser mixture is formed around the spark plug.

(4) A gear-driven opposed piston synchronous mechanism is used to realize the confluence of the output torque of the crankshafts on both sides, and at the same time ensure the synchronous movement of the intake and exhaust pistons. When the number of intermediate gears (≥2) is an odd number of gears, the crankshafts on both sides rotate in the same direction; when the number of intermediate gears (≥2) is an even number of gears, the crankshafts on both sides rotate in reverse.

(5) By designing the diameter of each transmission gear, ensure that the sum of the center distances of adjacent transmission gears is greater than the center distance of the crankshafts on both sides. Adjusting the relative position of the intermediate gear can change the phase difference of the crankshaft rotation on both sides (0°C-30°Ca), thereby changing the relative position between the opposing pistons at the inner and outer dead centers, and making the compression ratio variable.

(6) The two opposed pistons of the two-stroke variable compression ratio gasoline engine with opposed pistons are arranged in the same cylinder, and the cylinder head and valve mechanism are eliminated, which has the advantages of high power density, small heat transfer loss, and good balance. At the same time, the gasoline engine is a widely used power device. The research and application of the new gas mixture formation mode represented by gasoline direct injection can effectively improve the fuel economy of the gasoline engine, effectively reduce fuel consumption and reduce harmful emissions to the environment. . Therefore, the opposed-piston two-stroke variable compression ratio in-cylinder direct injection gasoline engine can be used as a new type of power to meet the development needs of internal combustion engines.

Description of drawings

In order to more clearly illustrate the present invention or the technical solutions in the prior art, the accompanying drawings that need to be used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings in the following description are only the present invention. For some embodiments of the invention, those skilled in the art can also obtain other drawings based on these drawings without creative effort.

Fig. 1 is a kind of opposed piston two-stroke variable compression ratio gasoline engine overall structure schematic diagram provided by the present invention;

Fig. 2 is a schematic diagram of arrangement position of spark plug and fuel injector of a two-stroke variable compression ratio gasoline engine with opposed pistons provided by the present invention;

Fig. 3 is a schematic diagram of the intake and exhaust ports of a two-stroke opposed-piston gasoline engine with variable compression ratio provided by the present invention;

Fig. 4 is a schematic diagram of an "asymmetrical spray" on the intake and exhaust sides of a two-stroke opposed piston two-stroke variable compression ratio gasoline engine provided by the present invention;

Fig. 5 is a schematic diagram of the structure of the oblique-axis tumble flow in the cylinder of a two-stroke opposed-piston variable compression ratio gasoline engine provided by the present invention;

Fig. 6 is a schematic diagram of a gear synchronization mechanism of a two-stroke gasoline engine with opposed pistons and a variable compression ratio provided by the present invention;

Fig. 7 is a schematic diagram of a gear synchronization mechanism (rear view) of a two-stroke variable compression ratio gasoline engine with opposed pistons provided by the present invention;

Fig. 8 is a schematic diagram of the principle of changing the phase difference of piston movement by the gear synchronization mechanism of a two-stroke variable compression ratio gasoline engine with opposed pistons provided by the present invention;

Fig. 9 is a schematic diagram of a gear connection plate on the exhaust side of a two-stroke variable compression ratio gasoline engine gear synchronization mechanism with opposed pistons provided by the present invention;

Fig. 10 is a schematic diagram of an intermediate gear connecting plate of a two-stroke variable compression ratio gasoline engine gear synchronization mechanism with opposed pistons provided by the present invention;

Fig. 11 is a schematic diagram of a gear connection plate on the intake side of a gear synchronization mechanism for a two-stroke gasoline engine with opposed pistons and a variable compression ratio provided by the present invention.

Explanation of reference signs:

1-Cylinder block, 2-Intake chamber, 3-First spark plug, 4-Exhaust chamber, 5-Exhaust side piston, 6-Exhaust side crankcase, 7-Exhaust side oil pan, 8-Row Gas side crankshaft, 9-exhaust side connecting rod, 10-exhaust side piston pin, 11-intake side piston, 12-intake side piston pin, 13-intake side connecting rod, 14-intake side crankcase , 15-intake side oil pan, 16-intake side crankshaft, 17-injector, 18-second spark plug, 19-intake port, 20-exhaust port, 21-intake side gear, 22- Stepping motor connection hole, 23-first intermediate gear, 24-stepping motor, 25-stepping motor fixing seat hole, 26-intermediate gear connecting plate, 27-second intermediate gear, 28-exhaust side gear, 29 - exhaust side gear connecting plate, 30 - intake side gear connecting plate, 31 - exhaust side hinge hole, 32 - second intermediate gear hinge shaft, 33 - first intermediate gear hinge hole, 34 - second intermediate gear hinge Hole, 35-first intermediate gear hinged shaft, 36-air intake side hinged hole, 37-motor hinged hole.

detailed description

The technical solution in the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the present invention. Obviously, the described embodiments are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

Example 1

As shown in Fig. 1-Fig. 2, a kind of opposed-piston two-stroke variable compression ratio gasoline engine provided by the present invention is exemplarily shown. The gasoline engine mainly includes: cylinder block 1, gear synchronization mechanism, first spark plug 3, Second spark plug 18, fuel injector 17 and stepping motor, cylinder block 1 and gear synchronous mechanism are connected by crankshaft, and crankshaft comprises intake side crankshaft 16 and exhaust side crankshaft 8, and described first spark plug 3, second spark plug 18 And the fuel injector 17 is arranged on the outer peripheral wall of the center line of the cylinder block 1, the first spark plug 3 and the second spark plug 18 are symmetrically distributed on the outer peripheral wall of the cylinder block 1 by 180°, and the fuel injector 17 is arranged on the first spark plug 3 and the second spark plug 18, and the angle between the fuel injector 17 and the first spark plug 3 is 90°, and the 180° opposing double spark plug ignition scheme can ensure that the combustion of the mixture in the cylinder is symmetrical from both sides Evenly spread to the center, the change of the flame surface on both sides is consistent, and the flame propagation distance is the same, which can reduce the occurrence of knocking. At the same time, the fuel injector is arranged at 90° to the spark plug, and the fuel spray is as close as possible to the spark plug to ensure a denser mixture around the spark plug. In order to ensure that the fuel is injected into the cylinder in a relatively short period of time and a uniform gas mixture is formed in the cylinder at the moment of ignition, the fuel injector 17 adopts a multi-hole injector structure to carry out "asymmetrical spraying" on the intake and exhaust sides, as shown in Figure 4. The fuel injector 17 injects the high-pressure fuel into the cylinder regularly and quantitatively according to the engine cycle, and the gear synchronous mechanism is connected with the stepping motor.

One end of the cylinder block 1 is connected to the exhaust side crankcase 6, and the other end is connected to the intake side crankcase 14. The cylinder block 1 is provided with the exhaust side piston 5 and the intake side piston 11, and the exhaust side piston 5 and the intake side The side pistons 11 are arranged oppositely and are respectively in sliding contact with the inner wall of the cylinder block 1, the exhaust side crankshaft 8 is fixed in the exhaust side crankcase 6, the intake side crankshaft 16 is fixed in the intake side crankcase 14, and the exhaust side piston 5. The exhaust-side connecting rod 9 is connected to the exhaust-side crankshaft 8. The intake-side piston 11 is connected to the intake-side crankshaft 16 through the intake-side connecting rod 13. The opposite pistons are driven by the crank-link mechanism on both sides. reciprocating movement, wherein the exhaust side piston 5 is connected to the exhaust side connecting rod 9 through the exhaust side piston pin 10, the intake side piston 11 is connected to the intake side connecting rod 13 through the intake side piston pin 12, and the exhaust side The side crankcase 6 is surrounded by an exhaust-side oil pan 7, and the outside of the intake-side crankcase 14 is surrounded by an intake-side oil pan 15. The cylinder walls on both sides of the center line of the cylinder block 1 are symmetrically provided with intake air Chamber 2 and exhaust chamber 4, the cylinder wall on both sides of the center line of cylinder block 1 is also symmetrically provided with air inlet 19 and exhaust port 20, the air inlet chamber 2 communicates with the air inlet 19, and the exhaust chamber 4 communicates with the exhaust chamber. The gas port 20 is connected, the intake port 19 is used to deliver fresh air into the cylinder, the exhaust port 20 is used to discharge the exhaust gas through the exhaust chamber 4, the exhaust side piston 5 and the intake side piston 11 make relative movement, and the intake side The opening and closing of the port 19 and the exhaust port 20 are controlled by the movement positions of the intake side piston 11 and the exhaust side piston 5 respectively. When the piston slides over the upper edge of the port, the port is closed; otherwise, the port is opened. The height of the port and the height of the piston The law of motion jointly determines the valve timing and the angle surface value of the port opening of the opposed-piston two-stroke direct injection gasoline engine.

As shown in Figures 3-5, the air inlet 19 is provided with a radial angle of the air inlet relative to the radial direction of the cylinder block 1, the radial angle of the air inlet is 10°-20°, and the exhaust port 20 is in the form of a straight air port. The height of the air port 20 is greater than the height of the air inlet 19, and the width of the exhaust port 20 is smaller than that of the air inlet 19. The design of the air inlet and exhaust ports is mainly to ensure that the air port has a sufficient flow area, and the gas exchange is as far as possible at the outer dead center nearby. Quick free exhaust before the intake port opens, and scavenging during the stacking of the intake and exhaust ports. When the area of the exhaust port 20 is reduced, the air inlet 19 still has a sufficient opening. The "air port-air port" type direct current scavenging process has an organizational law for the flow in the cylinder. Side "asymmetrical spray" mode, with 3 sprays on the intake side and exhaust side respectively. Among them, α and β are the angles between the centerline and the center plane of the three sprays on the intake side and exhaust side respectively, which are defined as "spray angle". Determine a section on both sides of the intake and exhaust so that the landing points of the three sprays on the section are evenly distributed and form an equilateral triangle. The position of the section is determined by the spray angles α and β in the figure, ie the intersection of the center line perpendicular to the cylinder axis and passing through the spray and the cylinder axis. In different schemes, different spray angles α and β are selected, and the angle between the mist beams is adjusted to ensure that the distribution of the mist beams on both sides of the intake and exhaust on the corresponding cross-section is the same. If the injection angles α and β are too small, the collision between the oil droplets and the cylinder liner will increase; if the injection angles α and β are too large, the collision between the oil droplets and the top surface of the piston will be increased, and the secondary injection strategy is used to form a spark plug near the cylinder. A stratified gas mixture distribution that is richer and leaner around it.

In the present invention, the tumble movement in the cylinder is organized through the structural design of the intake chamber 2, and the color of the airflow velocity in FIG. 4 is gradually weakened from red to blue. By designing the structure of the air intake chamber 2, the air flow near the air port far away from the inlet of the air intake chamber 2 can be subjected to the friction of the wall surface of the air chamber and the sudden change of the structure during the air intake process, causing loss along the process, and the air velocity and flow rate are reduced; The loss of air flow near the air port is small, and the speed and flow of air flow are relatively large. After the airflows on both sides enter the cylinder, they interact to form a tumble moment that moves in the vertical direction around the vertical axis of the cylinder. The combination of tumble flow and vortex flow can form an oblique axis vortex flow, which has both a transverse component that rotates around the axis of the cylinder and a longitudinal component that rotates around the vertical line of the cylinder axis. The inclined-axis vortex makes full use of the characteristics of vortex and tumble flow, and can form stronger turbulent flow near the top dead center, which can improve the quality of mixture formation and increase the combustion rate.

As shown in Figures 6-8, the gear synchronization mechanism is provided with an intake side gear 21 and an exhaust side gear 28, the intake side gear 21 is connected to the intake side crankshaft 16, and the exhaust side gear 28 is connected to the exhaust side crankshaft 8 The crankshafts on the intake and exhaust sides are converging the output torque through the gear transmission synchronous mechanism, while ensuring the synchronous movement of the intake and exhaust pistons. The first intermediate gear 23 and the second Two intermediate gears 27, the intake side gear 21 is connected and meshed with the first intermediate gear 23 through the intake side gear connecting plate 30, the exhaust side gear 28 is connected with the second intermediate gear 27 through the exhaust side gear connecting plate 29 and The first intermediate gear 23 and the second intermediate gear 27 are connected and meshed through the intermediate gear connecting plate 26. The intermediate gear mainly realizes the confluence of the output torque of the crankshafts on both sides, and at the same time ensures the synchronous movement of the intake and exhaust pistons. There are at least two intermediate gears, and the number of intermediate gears can be increased according to the needs of the equipment. When the intermediate gears are an odd number of gears, the crankshafts on both sides rotate in the same direction; when the intermediate gears are an even number of gears, the crankshafts on both sides rotate in the opposite direction , for the design and selection of all gears, it is necessary to ensure that the sum of the center distances of the meshing gears is greater than the center distance between the intake side crankshaft 16 and the exhaust side crankshaft 8, when the sum of the center distances of adjacent transmission gears is greater than that between the crankshafts on both sides When the center distance is the same, the stepper motor 24 pushes the intake side gear connecting plate 30 so that the first intermediate gear 23 rotates around the intake side gear 21; at the same time, the first intermediate gear 23 pins down the second intermediate gear 27 through the intermediate gear connecting plate 26 It rotates around the exhaust side gear 28 . Since the first intermediate gear 23 and the second intermediate gear 27 rotate around the intake-side gear 21 and the exhaust-side gear 28 at different angles, the phase difference between the crankshafts on both sides can be achieved while adjusting the relative position of the intermediate gears. Change (0℃CA～30℃CA). The change of the motion phase difference of the opposed pistons, that is, the change of the relative position between the opposed pistons at the inner and outer dead centers, makes the compression ratio variable during the working process of the opposed piston two-stroke gasoline engine.

Taking four identical gear transmissions as an example, assuming that the movement phase difference of the intake and exhaust pistons is 0°CA, the first intermediate gear 23 and the second intermediate gear 27 are arranged horizontally (the solid line in Fig. The gear 21 meshes with the exhaust side gear 28 . The angle between the center line of the first intermediate gear 23 and the intake side gear 21 and the center line of the crankshafts on both sides is _θ1 ; the angle between the center line of the second intermediate gear 27 and the exhaust side gear 28 and the center line of the crankshafts on both sides is θ ₂ ; and θ ₁ =θ ₂ . Assuming that the intake side gear 21 does not move, the first intermediate gear 23 revolves around the intake side gear 21 The second intermediate gear 27 revolves around the exhaust side gear 28 At this time, the center points of the first intermediate gear 23 , the second intermediate gear 27 , and the exhaust-side gear 28 are on the same straight line. The angle between the center line of the first intermediate gear 23 and the intake side gear 21 and the center line of the crankshafts on both sides is δ1 _; the angle between the center line of the second intermediate gear 27 and the exhaust side gear 28 and the center line of the crankshafts on both sides is δ ₂ ; and δ ₁ ＞δ ₂ , so When the revolution angle of the first intermediate gear 23 is smaller than the revolution angle of the second intermediate gear 27, the rotation angle of the first intermediate gear 23 must be smaller than the rotation angle of the second intermediate gear 27, so when the intake side gear 21 does not move, During the revolution of the first intermediate gear 23 around the intake-side gear 21, the second intermediate gear 27 revolves around the exhaust-side gear 28 while the exhaust-side gear 28 rotates itself, thereby changing the rotation phase difference of the crankshafts on both sides. The variable effective compression ratio in the working process is realized.

As shown in Figures 9-11, the exhaust side gear connecting plate 29 adopts the "I" section design, and one end is provided with an exhaust side hinge hole 31 hinged with the main journal of the exhaust side crankshaft 8, and the other end is provided with a second The intermediate gear hinge shaft 32 is hinged with the second intermediate gear 27; the intermediate gear connecting plate 26 adopts the cross-section design of "I", and one end is provided with the first intermediate gear hinge hole 33 to be hinged with the first intermediate gear 23, and the other end is provided with the second intermediate gear. The hinge hole 34 of the intermediate gear is hinged with the second intermediate gear 27; the connecting plate 30 of the intake side gear is triangular in shape and adopts the cross-section design of the word "I", and the first end is provided with the hinge hole 36 of the intake side and the main shaft of the crankshaft 16 of the intake side The neck is hinged, the second end is provided with the first intermediate gear hinge shaft 35 and the first intermediate gear 23 is hinged, and the third end is provided with a motor hinge hole 37 connected with the stepper motor connection hole 22 at one end of the stepper motor 24, wherein the stepper The other end of the motor 24 is provided with a stepping motor fixing seat hole 25 for fixing the stepping motor 24 .

While preferred embodiments of the invention have been described, additional changes and modifications to these embodiments can be made by those skilled in the art once the basic inventive concept is appreciated. Therefore, it is intended that the appended claims be construed to cover the preferred embodiment as well as all changes and modifications which fall within the scope of the invention.

Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and equivalent technologies thereof, the present invention also intends to include these modifications and variations.

Claims (10)

1. an opposed pistons two-stroke variable compression ratio gasoline engine, it is characterised in that including:

Cylinder block (1), gear synchronization mechanism, the first spark plug (3), the second spark plug (18), spray Oil device (17) and motor, described cylinder block (1) is connected by bent axle with gear synchronization mechanism, and described the One spark plug (3), the second spark plug (18) and fuel injector (17) are arranged on the cylindrical of cylinder block (1) On perisporium, described gear synchronization mechanism is connected with described motor；

One end of described cylinder block (1) connects exhaust side crankshaft case (6), and it is bent that the other end connects air inlet side Axle box (14), is provided with exhaust side pistons (5) and inlet-side pistons (11) in described cylinder block (1), Described exhaust side pistons (5) and inlet-side pistons (11) is positioned opposite and interior with cylinder block (1) respectively Wall sliding contact, is fixed with exhaust side crankshaft (8), described air inlet side in described exhaust side crankshaft case (6) Being fixed with air inlet side bent axle (16) in crankcase (14), described exhaust side pistons (5) passes through exhaust side Connecting rod (9) is connected with described exhaust side crankshaft (8), and described inlet-side pistons (11) is by air inlet side even Bar (13) is connected with described air inlet side bent axle (16), the casing wall of described cylinder block (1) centrage both sides On be arranged with inlet chamber (2) and discharge chamber (4), the casing wall of described cylinder block (1) centrage both sides On be also arranged with air inlet (19) and air vent (20), described inlet chamber (2) and air inlet (19) Connection, described discharge chamber (4) connects with air vent (20)；

Described gear synchronization mechanism is provided with air inlet side gear (21) and exhaust side gear (28), described air inlet Side gear (21) is connected with air inlet side bent axle (16), described exhaust side gear (28) and exhaust side crankshaft (8) connect, be provided with at least two between described air inlet side gear (21) and exhaust side gear (28) Between gear, the tooth being meshed in described air inlet side gear (21), idler gear and exhaust side gear (28) Connected by connecting plate between wheel.

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 1, it is special Levying and be, described first spark plug (3), the second spark plug (18) and fuel injector (17) are arranged on gas On the outer circle wall of cylinder body (1) centerline, described first spark plug (3) and the second spark plug (18) 180 ° symmetrical, and described fuel injector (17) is arranged on the first spark plug (3) and the second spark plug (18) Between and angle between fuel injector (17) and the first spark plug (3) be 90 °.

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 1, it is special Levying and be, described exhaust side pistons (5) is by exhaust side pistons pin (10) with exhaust side connecting rod (9) even Connecing, described inlet-side pistons (11) is connected with air inlet side connecting rod (13) by inlet-side pistons pin (12).

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 1, it is special Levying and be, described air inlet (19) is provided with the air inlet radial angle of relative cylinder block (1) radial direction, Described air inlet radial angle is 10 °-20 °, and described air vent (20) is straight QI KOU form, described aerofluxus The height of mouth (20) is more than the height of described air inlet (19), and the width of described air vent (20) is less than The width of described air inlet (19).

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 1, it is special Levying and be, described exhaust side crankshaft case (6) outer envelope has exhaust side oil sump (7), described air inlet side Crankcase (14) outer envelope has air inlet side oil sump (15).

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 1, it is special Levy and be, the tooth being meshed in described air inlet side gear (21), idler gear and exhaust side gear (28) Wheel centre-to-centre spacing sum is more than described air inlet side bent axle (16) and the centre-to-centre spacing of exhaust side crankshaft (8).

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 1, it is special Levy and be, between described air inlet side gear (21) and exhaust side gear (28), be provided with the first idler gear (23) With the second idler gear (27), described connecting plate includes air inlet side gear connecting plate (30), exhaust side tooth Wheel connecting plate (29) and idler gear connecting plate (26), described air inlet side gear (21) passes through air inlet side Gear connecting plate (30) is connected with the first idler gear (23) and is meshed, described exhaust side gear (28) It is connected by exhaust side gear connecting plate (29) with the second idler gear (27) and is meshed, described first Idler gear (23) and the second idler gear (27) be attached by idler gear connecting plate (26) and It is meshed.

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 7, it is special Levying and be, the line of centres of described first idler gear (23) and air inlet side gear (21) is bent with air inlet side The angle of axle (16) and exhaust side crankshaft (8) line of centres is θ₁；Second idler gear (27) and aerofluxus The line of centres of side gear (28) and air inlet side bent axle (16) and the line of centres of exhaust side crankshaft (8) Angle be θ₂, described θ₁=θ₂。

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 7, it is special Levying and be, one end of described exhaust side gear connecting plate (29) is provided with exhaust side hinge hole (31) and aerofluxus The trunnion of side bent axle (8) is hinged, and the other end is provided with in the second idler gear jointed shaft (32) and second Between gear (27) hinged；It is hinged that one end of described idler gear connecting plate (26) is provided with the first idler gear Hole (33) is hinged with the first idler gear (23), and the other end is provided with the second idler gear hinge hole (34) Hinged with the second idler gear 27；Described air inlet side gear connecting plate (30) is triangle, and the first end sets Having air inlet side hinge hole (36) hinged with the trunnion of air inlet side bent axle (16), the second end is provided with in first Between gear jointed shaft (35) hinged with the first idler gear (23), the 3rd end is provided with motor hinge hole (37) It is connected with motor.

A kind of opposed pistons two-stroke variable compression ratio gasoline engine the most according to claim 1, it is special Levying and be, described motor is motor (24).