CN106907237B - Horizontally-opposed straight-shaft high-speed air-cooled engine - Google Patents
Horizontally-opposed straight-shaft high-speed air-cooled engine Download PDFInfo
- Publication number
- CN106907237B CN106907237B CN201710249312.XA CN201710249312A CN106907237B CN 106907237 B CN106907237 B CN 106907237B CN 201710249312 A CN201710249312 A CN 201710249312A CN 106907237 B CN106907237 B CN 106907237B
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- transmission
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- 230000005540 biological transmission Effects 0.000 claims abstract description 65
- 230000000712 assembly Effects 0.000 claims abstract description 14
- 238000000429 assembly Methods 0.000 claims abstract description 14
- 230000007423 decrease Effects 0.000 claims description 5
- 238000001816 cooling Methods 0.000 claims 1
- 238000000034 method Methods 0.000 abstract description 7
- 230000008569 process Effects 0.000 abstract description 6
- 238000005299 abrasion Methods 0.000 abstract description 4
- 239000003921 oil Substances 0.000 description 23
- RDYMFSUJUZBWLH-UHFFFAOYSA-N endosulfan Chemical compound C12COS(=O)OCC2C2(Cl)C(Cl)=C(Cl)C1(Cl)C2(Cl)Cl RDYMFSUJUZBWLH-UHFFFAOYSA-N 0.000 description 9
- 230000007246 mechanism Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 239000010705 motor oil Substances 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 210000003781 tooth socket Anatomy 0.000 description 1
Classifications
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- 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
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- 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/06—Combinations of engines with mechanical gearing
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
The application provides a horizontal opposite straight shaft high-speed air-cooled engine, which comprises a transmission assembly, wherein the transmission assembly is arranged in a main shaft box; the cylinder assemblies are arranged on two sides of the spindle box and are horizontally and oppositely arranged on the spindle box, and the cylinder assemblies are used as power components of the transmission assembly and connected with the transmission assembly. According to the application, the straight shaft is used for replacing a crankshaft, power generated by the air cylinder is transmitted to the straight shaft through the gear to output the main shaft so as to prevent the main shaft from vibrating caused by the thrust of the piston, and the main shaft is connected with the piston through the gear, so that the main shaft can adjust the rotation speed of the main shaft output through adjusting the transmission ratio between the gears, and the main shaft can realize high-speed output; the engine noise is greatly reduced, the abrasion of the main shaft is relatively reduced, and the timing gear can slide on the supporting shaft through centrifugal force in the running process, so that the timing gear can drive the air cylinder to intake and feed oil in advance in the running process of the engine, and the engine air cylinder can pre-ignite and output power.
Description
Technical Field
The application relates to the field of power transmission, in particular to a horizontal opposite straight shaft high-speed air-cooled engine.
Background
In the prior art, a crankshaft is used as an output shaft of the engine, a piston is directly manufactured on the crankshaft, and in order to reduce the mass of the crankshaft and the centrifugal force generated during movement, the journal of the crankshaft is often hollow. An oil hole is opened on each journal surface to introduce or withdraw oil for lubricating the journal surface. In order to reduce stress concentration, the joint of the main journal, the crank pin and the crank arm is connected by adopting a transitional arc, so that the crankshaft processing procedure is complicated, the crankshaft cannot be integrally processed, the crankshaft is hollow, and the strength of the crankshaft is reduced to a certain extent; in the existing engine ignition mechanism, VVT (variable valve timing) is conventionally known to change the phase (crank angle) of opening/closing of an intake valve or an exhaust valve by detecting a cam shaft phase condition by measuring a deviation by a sensor. In general, in a variable valve timing apparatus, a camshaft opens/closes an intake valve or an exhaust valve by rotating the camshaft relative to a sprocket or the like to change the phase. The camshaft is rotated by an actuator such as a hydraulic mechanism or an electric motor. The hydraulic variable valve timing apparatus has a problem in that the control accuracy of the variable valve timing deteriorates as the hydraulic pressure decreases or the responsiveness of the hydraulic control decreases in cold weather or at the start of operation of the engine. Combustion engines have employed various mechanisms to vary the relative timing between the camshaft and the crankshaft to improve engine performance or reduce emissions. Most of these Variable Camshaft Timing (VCT) mechanisms use one or more "vane phasers" on the engine camshaft (or camshafts in a multi-camshaft engine). Vane phasers have a rotor with one or more vanes mounted to the end of a camshaft surrounded by a housing assembly with vane chambers in which the vanes are mounted. It is possible to mount the vanes to the housing assembly and also to fit into the chambers of the rotor assembly. The outer circumference of the housing forms a sprocket, pulley or gear to receive drive through a chain, belt or gears, typically from a crankshaft, or possibly from another camshaft in a multi-cam engine. In addition to such Variable Camshaft Timing (VCT) systems of Camshaft Torque Actuation (CTA), the main hydraulic VCT system operates under two principles-Oil Pressure Actuation (OPA) or Torque Assist (TA). In oil pressure actuated VCT systems, an Oil Control Valve (OCV) directs engine oil pressure to one working chamber in the VCT phaser while evacuating the opposite working chamber defined by the housing, rotor and vanes. This creates a pressure differential across one or more vanes to hydraulically push the VCT phaser in one direction or the other. The valve being neutral or moved to a null position applies equal pressure on opposite sides of the vane and holds the phaser in either neutral position. The phaser is said to be advanced if it moves in one direction so that the valves open or close faster, and retarded if it moves in one direction so that the valves will retard opening or closing. Torque Assist (TA) systems operate under similar principles except that the torque assist system has one or more check valves to prevent the VCT phaser from moving in a commanded opposite direction, which causes a reaction force (e.g., torque). A problem with OPA or TA systems is that the oil control valve defaults to a position that will drain all oil from the advance or retard working chamber and fill the opposite chamber. In this mode, the phaser defaults to moving in one direction to a limit stop position where the lock pin is engaged. During an engine start-up period when the engine is not developing any oil pressure, the OPA or TA system cannot direct the VCT phaser to any other position. This limits the phaser to being able to move in only one direction in the default mode. In the past, this was acceptable because the VCT phaser would be commanded to lock at one of the limit travel limits (fully advanced or fully retarded) at engine shutdown and during engine start-up. However, recent calibration work has demonstrated considerable benefits in starting the engine with the VCT system in some intermediate position rather than in the limit stop position.
Disclosure of Invention
In order to solve the technical problems, the application provides a horizontal opposite straight shaft high-speed air-cooled engine, which does not use a crankshaft as an output shaft and is eccentrically connected with a gear through a piston. The engine output shaft is driven by a gear.
The application is realized by the following technical scheme.
The application provides a horizontal opposite straight shaft high-speed air-cooled engine, which comprises a transmission assembly, wherein the transmission assembly is arranged in a main shaft box; the cylinder assemblies are arranged on two sides of the spindle box and are horizontally and oppositely arranged on the spindle box, and the cylinder assemblies are used as power components of the transmission assembly and connected with the transmission assembly.
The middle part is provided with a plurality of supporting seats and working groove in turn in the headstock, and the supporting seat both ends all are provided with the bearing groove, the both ends of headstock are provided with flywheel groove and timing tooth's socket respectively.
The transmission assembly comprises an output shaft main shaft of the transmission assembly, the power of the main shaft is derived from a driving gear meshed with the main shaft through a main shaft transmission gear, the driving gear is driven by a piston in the cylinder assembly, two ends of the main shaft are respectively provided with a flywheel and a timing transmission gear in a flywheel groove and a timing tooth groove, the timing transmission gear is meshed with the timing gear, the timing gear is supported and installed on a supporting seat through a supporting bearing, and the output end of the main shaft is arranged at the rear end of the flywheel.
The cylinder transmission shaft is a spline shaft, the tail end of one end of the cylinder transmission shaft is provided with a spiral spline, and the timing gear is arranged on the spiral spline.
The main shaft is meshed with the driving gear through the main shaft transmission gears, and the number of the main shaft transmission gears is the same as that of the driving gears and is even.
The driving gears are supported between two adjacent supporting seats through rotating shafts, and pistons are hinged between the two adjacent driving gears through connecting rod shafts.
The driving gears are connected through the connecting rod shaft to form a group, the outer ends of the two driving gears in each group are fixedly connected with weights, the weights gradually decrease by taking the center of the circle of the driving gears as the center, and the weights are arranged at the opposite ends of the connecting rod shaft.
The timing gear is internally provided with a chute, the chute inclines towards the outer end of the shaft, a sliding piece is arranged in the chute, the outer end of the timing gear is provided with a return spring, and the other end of the return spring is arranged on a transmission shaft of the cylinder and is in contact with the inner end surface of the box cover.
The output end of the main shaft extends out of the main shaft box and is directly transmitted to the gearbox.
The cylinder assembly comprises a piston hinged with a connecting rod shaft, the piston is installed in a cylinder, an oil pump is installed at the upper end of the cylinder, the oil pump is driven by the oil pump driving gear in a meshed mode with the oil pump driving gear, the cylinder assembly further comprises a gas distribution assembly, the gas distribution assembly is driven by a transmission part in the gas distribution assembly, and the transmission part is meshed with a transmission bevel gear on a transmission shaft of the cylinder through a driven gear.
The application has the beneficial effects that: the straight shaft is used for replacing a crankshaft, power generated by the air cylinder is transmitted to the straight shaft through a gear to be output, so that the main shaft is prevented from vibrating caused by the thrust of the piston, and the main shaft is connected with the piston through the gear, so that the main shaft can adjust the rotating speed of the main shaft output through adjusting the transmission ratio between the gears, and the main shaft can realize high-speed output; the main shaft has no interference rotation of the thrust of the piston, so that the noise of the engine is greatly reduced, the abrasion of the main shaft is relatively reduced, the operation of the engine is better and more reliable, and the service life of the engine is prolonged; the timing gear can slide on the supporting shaft through centrifugal force in the running process, so that the timing gear can drive the air inlet and the oil inlet of the air cylinder in advance in the running process of the engine, and the air cylinder of the engine can be pre-ignited to output power.
Drawings
FIG. 1 is a schematic diagram of the structure of the present application;
FIG. 2 is a schematic cross-sectional view of the present application;
FIG. 3 is a cross-sectional view taken along the direction A-A of FIG. 1 in accordance with the present application;
FIG. 4 is a block diagram of a transmission assembly of the present application;
FIG. 5 is a block diagram of an embodiment of the present application;
in the figure: the device comprises a 1-headstock, a 11-supporting seat, a 111-bearing groove, a 12-working groove, a 121-cylinder joint, a 13-flywheel groove, a 131-flywheel, a 14-timing tooth socket, a 2-cylinder assembly, a 21-piston, a 22-cylinder, a 23-transmission part, a 231-driven gear, a 24-oil pump, a 241-oil pump driving gear, a 25-distribution assembly, a 3-box cover, a 4-transmission assembly, a 41-main shaft, a 411-main shaft transmission gear, a 412-main shaft supporting bearing, a 413-timing transmission gear, a 414-intermediate gear, a 415-output shaft, a 416-output gear, a 42-cylinder transmission shaft, a 421-timing gear, a 4211-sliding groove, a 4212-sliding part, a 422-return spring, a 423-transmission bevel gear, a 424-snap ring groove, a 425-supporting bearing, a 426-oil pump transmission tooth, a 43-driving gear, a 431-weight and a 44-connecting rod shaft.
Detailed Description
The technical solution of the present application is further described below, but the scope of the claimed application is not limited to the above.
The horizontally opposite straight shaft high-speed air-cooled engine comprises a transmission assembly 4, wherein the transmission assembly 4 is arranged in a main shaft box 1; the cylinder assemblies 2 are arranged on two sides of the spindle box 1, the cylinder assemblies 2 are horizontally and oppositely arranged on the spindle box 1, and the cylinder assemblies 2 are used as power components of the transmission assembly 4 and connected with the transmission assembly 4. A group of transmission assemblies 4 are arranged in each working groove 12 of the spindle box, the transmission assemblies 4 are driven by the cylinder assemblies 2, and the driving output power is replaced by a straight shaft, so that the power output of the engine is smooth.
A plurality of supporting seats 11 and working grooves 12 are alternately arranged in the middle part in the spindle box 1, the supporting seats 11 are used for supporting a spindle 41, a cylinder transmission shaft 42 and a driving gear 43, and the working grooves 12 are used as working running spaces of the spindle 41, the cylinder transmission shaft 42 and the driving gear 43; the bearing grooves 111 are formed in the two ends of the supporting seat 11, the bearing grooves 111 are used for installing and positioning bearings, the bearings are conveniently fixed to the supporting seat 11, the flywheel grooves 13 and the timing tooth grooves 14 are formed in the two ends of the spindle box 1 respectively, and the flywheel grooves 13 and the timing tooth grooves 14 provide working spaces for the flywheel 131 and the timing gear 421 respectively.
The transmission assembly 4 comprises an output shaft main shaft 41, the power of the main shaft 41 is derived from a driving gear 43 meshed with the main shaft through a main shaft transmission gear 411, the driving gear 43 is driven by a piston 21 in the cylinder assembly 2, the driving gear 43 is equivalent to a traditional crankshaft, the driving gear 43 rotates under the pushing of the piston 21 to transmit power to the main shaft 41 to output power, the driving gear 43 and the main shaft 41 are meshed through gears, the main shaft can be prevented from vibrating caused by the pushing force of the piston 21, the power transmission mode of the meshed gears also enables the main shaft to adjust the power output of the main shaft through the number of gear ratios, the engine can obtain higher rotating speed through the large transmission ratio of the main shaft transmission gear 43 and the main shaft transmission gear 411, the interference rotation of the main shaft 41 without the pushing force of the piston is smoother, the noise of the engine is greatly reduced, the abrasion of the main shaft is relatively reduced, the engine is enabled to operate better and more reliably, and the service life is prolonged.
Further, the flywheel 131 and the timing transmission gear 413 are respectively installed at two ends of the main shaft 41 and are in the flywheel groove 13 and the timing tooth groove 14, the main shaft is balanced again through the flywheel, the flywheel is an inertia disc with larger mass, the flywheel stores energy and supplies non-power stroke requirements, the whole curved connecting rod structure is driven to pass through the upper dead center and the lower dead center, the uniformity of inertial rotation of the crankshaft of the engine and the uniformity of output torque are ensured, and the engine can continuously run by overcoming the compression resistance in the cylinder during starting and maintaining short-term overload by means of the self-rotation inertial force. The flywheel of the multi-cylinder engine should be dynamically balanced with the crankshaft, so that the vibration of the engine caused by centrifugal force generated by unbalanced mass when the main shaft rotates is reduced, and the abrasion of the main bearing is reduced. The timing transmission gear 413 is meshed with the timing gear 421, the timing gear 421 is supported and mounted on the supporting seat 11 through the supporting bearing 425, the output end of the main shaft 41 is arranged at the rear end of the flywheel 131, and the balance of the main shaft 41 passing through the flywheel at the rear end part of the flywheel is the most stable output point, so that the power output from the engine to the gearbox is the most stable.
The cylinder transmission shaft 42 is a spline shaft, so that the cylinder transmission shaft 42 is better stable in the gear installation and operation process, the tail end of one end of the cylinder transmission shaft 42 is provided with a spiral spline, the timing gear 421 is installed on the spiral spline in a clearance fit manner, when the engine operates, the timing gear 421 can slide along the spiral spline, the timing gear 421 can drive the air inlet and the oil inlet of the cylinder in advance in the operation process of the engine, and the engine cylinder can be ignited in advance to output power.
Further, in order that the timing gear 421 can slide along the direction of the helical spline, a chute 4211 is provided in the timing gear 421, the chute 4211 is inclined towards the outer end of the shaft, a sliding member 4212 is installed in the chute 4211, the sliding member 4212 is a cylinder or a sphere, and is a member with larger mass and smooth surface, when the timing gear 421 rotates, the sliding member 4212 follows rotation, and slides to push the timing gear 421 to the outer end of the shaft along the inclined direction of the chute 4211 under the action of centrifugal force, so that the timing gear can slide along the direction of the helical spline, the timing gear 421 rotates by a bit angle relative to the original assembly position, and the displacement of the timing gear 421 sliding on the spline can be automatically adjusted, so that the timing gear 421 rotates by a larger angle, the time for adjusting the advance ignition is controlled by the thrust to the outer end of the timing gear 421 along the inclined direction of the chute 4211 and the force balance between the reset spring 422, and the other end of the reset spring 422 contacts with the inner end surface of the box cover 3, and the reset spring resets the timing gear 421 after the timing gear 421 finishes working.
The main shaft 41 is meshed with the driving gear 43 through the main shaft driving gears 411, the number of the main shaft driving gears 411 and the number of the driving gears 43 are the same and even, the two main shaft driving gears 411 are always connected with the piston 21 to drive the main shaft to rotate, the main shaft driving gears 411 and the main shaft driving gears 43 are always used for balancing and supporting the main shaft driving gears 411, so that the main shaft driving gears 411 drive the power balance of the main shaft 21, and the phenomenon that the connecting rod generates non-vertical and unbalanced force to the main shaft to interfere the rotation of the main shaft 21 is prevented.
The driving gears 43 are supported between two adjacent supporting seats 11 through rotating shafts, the piston 21 is hinged between the two adjacent driving gears 43 through a connecting rod shaft 44, and the connecting rod shaft 44 combines the two fixed gears 43 to support the driving gears 43 to rotate under the pushing of the piston.
The driving gears 43 are connected through a connecting rod shaft 44 to form a group, the outer ends of the two driving gears 43 of each group are fixedly connected with weights 431, the weights 431 gradually decrease by taking the center of the circle of the driving gears 43 as the center, and the weights 431 are arranged at the opposite ends of the connecting rod shaft 44. The weight 431 can provide an inertial force to the piston rotation when the piston moves to the upper pointing position during the operation of the driving gear 43, and can reduce vibration generated when the piston pushes the driving gear 43 when the piston moves to the bottom dead center.
The output end of the main shaft 41 extends out of the main shaft box 1 to be directly transmitted to a gearbox as shown in fig. 1, so that the main shaft output has a higher rotating speed;
preferably, as shown in fig. 5, the output end of the spindle 41 is arranged in the spindle box 1, a transmission output gear 416 is mounted on the spindle 21, the output gear 416 is meshed with the intermediate gear 414, then power is output through the output shaft 415, and the output speed can be increased or reduced by adjusting the transmission ratio between the output gear 416 and the intermediate gear 414 to adjust the output rotation speed.
The cylinder assembly 2 comprises a piston 21 hinged with a connecting rod shaft 44, the piston 21 is arranged in a cylinder 22, an oil pump 24 is arranged at the upper end of the cylinder 22, the oil pump 24 is meshed with an oil pump driving gear 426 through an oil pump driving gear 241, the cylinder assembly 2 further comprises a gas distribution assembly 25, the gas distribution assembly 25 is driven by a transmission part 23 in the cylinder assembly, the transmission part 23 is meshed with a transmission bevel gear 423 on a driven gear 231 and a cylinder driving shaft 42, and the gas distribution and oil inlet assembly is driven by a timing gear 421, so that gas distribution and oil inlet of an engine can be accurately matched with the operation of the piston, and the main shaft can operate better and smoother.
Claims (6)
1. The utility model provides a high-speed forced air cooling engine of horizontal opposition straight axle, includes drive assembly (4), and drive assembly (4) are installed in headstock (1), and cylinder subassembly (2), its characterized in that are installed to the both sides of headstock (1): the cylinder assemblies (2) are horizontally and oppositely arranged on the spindle box (1), and the cylinder assemblies (2) are connected with the transmission assemblies (4) as power components of the transmission assemblies (4);
a plurality of supporting seats (11) and working grooves (12) are alternately arranged in the middle part in the main shaft box (1), bearing grooves (111) are respectively arranged at two ends of the supporting seats (11), flywheel grooves (13) and timing tooth grooves (14) are respectively arranged at two ends of the main shaft box (1),
the transmission assembly (4) comprises an output shaft main shaft (41), the power of the main shaft (41) is derived from a driving gear (43) meshed with the main shaft through a main shaft transmission gear (411), the driving gear (43) is driven by a piston (21) in the cylinder assembly (2), a flywheel (131) and a timing transmission gear (413) are respectively arranged at two ends of the main shaft (41) in a flywheel groove (13) and a timing tooth groove (14), the timing transmission gear (413) is meshed with the timing gear (421), the timing gear (421) is supported and arranged on a supporting seat (11) through a supporting bearing (425), and the output end of the main shaft (41) is arranged at the rear end of the flywheel (131);
the cylinder transmission shaft (42) is a spline shaft, the tail end of one end of the cylinder transmission shaft (42) is provided with a spiral spline, and the timing gear (421) is arranged on the spiral spline;
a sliding groove (4211) is formed in the timing gear (421), the sliding groove (4211) inclines towards the outer end of the shaft, a sliding piece (4212) is arranged in the sliding groove (4211), a reset spring (422) is arranged at the outer end of the timing gear (421) and is arranged on a cylinder transmission shaft (42), and the other end of the reset spring (422) is in contact with the inner end face of the box cover (3).
2. The horizontally opposed, straight shaft high speed air cooled engine of claim 1 wherein: the main shaft (41) is meshed with the driving gear (43) through a main shaft transmission gear (411), and the number of the main shaft transmission gear (411) and the number of the driving gear (43) are the same and even.
3. The horizontally opposed, straight shaft high speed air cooled engine of claim 1 wherein: the driving gears (43) are supported between two adjacent supporting seats (11) through rotating shafts, and the piston (21) is hinged between the two adjacent driving gears (43) through a connecting rod shaft (44).
4. The horizontally opposed, straight shaft high speed air cooled engine of claim 1 wherein: the driving gears (43) are connected through connecting rod shafts (44) to form a group, the outer ends of the two driving gears (43) of each group are fixedly connected with weights (431), the weights (431) gradually decrease by taking the center of the circle of the driving gears (43) as the center, and the weights (431) are arranged at opposite ends of the connecting rod shafts (44).
5. The horizontally opposed, straight shaft high speed air cooled engine of claim 1 wherein: the output end of the main shaft (41) extends out of the main shaft box (1) and is directly transmitted to a gearbox.
6. The horizontally opposed, straight shaft high speed air cooled engine of claim 1 wherein: the cylinder assembly (2) comprises a piston (21) hinged with a connecting rod shaft (44), the piston (21) is arranged in a cylinder (22), an oil pump (24) is arranged at the upper end of the cylinder (22), the oil pump (24) is in meshed driving with an oil pump driving gear (426) through an oil pump driving gear (241), the cylinder assembly (2) further comprises a gas distribution assembly (25), the gas distribution assembly (25) is driven by a driving part (23) inside the gas distribution assembly, and the driving part (23) is meshed by a driving bevel gear (423) on a driven gear (231) and a cylinder driving shaft (42).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710249312.XA CN106907237B (en) | 2017-04-17 | 2017-04-17 | Horizontally-opposed straight-shaft high-speed air-cooled engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710249312.XA CN106907237B (en) | 2017-04-17 | 2017-04-17 | Horizontally-opposed straight-shaft high-speed air-cooled engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106907237A CN106907237A (en) | 2017-06-30 |
| CN106907237B true CN106907237B (en) | 2023-11-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710249312.XA Active CN106907237B (en) | 2017-04-17 | 2017-04-17 | Horizontally-opposed straight-shaft high-speed air-cooled engine |
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| CN (1) | CN106907237B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110748411B (en) * | 2018-07-23 | 2023-12-19 | 重庆磐谷动力技术有限公司 | Power output structure of opposed engine |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201071751Y (en) * | 2007-08-01 | 2008-06-11 | 胡光宇 | Automatic double-clutch engine of motorcycle |
| CN103147858A (en) * | 2013-02-28 | 2013-06-12 | 长城汽车股份有限公司 | Engine |
| CN105114179A (en) * | 2015-06-30 | 2015-12-02 | 郑安庆 | Shaft type connecting rod transmission system and opposed piston engine |
| CN106246345A (en) * | 2016-09-27 | 2016-12-21 | 张道勤 | A kind of horizontally-opposed air cooling constant temperature electromotor |
| CN207538925U (en) * | 2017-04-17 | 2018-06-26 | 张道勤 | A kind of horizontally-opposed d-axis high speed air cooling engine |
-
2017
- 2017-04-17 CN CN201710249312.XA patent/CN106907237B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201071751Y (en) * | 2007-08-01 | 2008-06-11 | 胡光宇 | Automatic double-clutch engine of motorcycle |
| CN103147858A (en) * | 2013-02-28 | 2013-06-12 | 长城汽车股份有限公司 | Engine |
| CN105114179A (en) * | 2015-06-30 | 2015-12-02 | 郑安庆 | Shaft type connecting rod transmission system and opposed piston engine |
| CN106246345A (en) * | 2016-09-27 | 2016-12-21 | 张道勤 | A kind of horizontally-opposed air cooling constant temperature electromotor |
| CN207538925U (en) * | 2017-04-17 | 2018-06-26 | 张道勤 | A kind of horizontally-opposed d-axis high speed air cooling engine |
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| Publication number | Publication date |
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| CN106907237A (en) | 2017-06-30 |
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