CN111412258A

CN111412258A - Horizontal opposed engine transmission mechanism

Info

Publication number: CN111412258A
Application number: CN202010322184.9A
Authority: CN
Inventors: 王蓬波; 王平; 韩凯; 于瑞明; 于瑞兵; 孙威; 张锐; 李波
Original assignee: Xuzhou Xian Bo Engine Machinery Technology Co ltd
Current assignee: Xuzhou Xian Bo Engine Machinery Technology Co ltd
Priority date: 2020-04-22
Filing date: 2020-04-22
Publication date: 2020-07-14
Anticipated expiration: 2040-04-22

Abstract

The invention discloses a horizontally opposed engine transmission mechanism, which is arranged in a cylinder body of a horizontally opposed engine and connected with a piston, wherein the piston performs linear reciprocating motion in the cylinder body, and the transmission mechanism comprises two crankshafts arranged in parallel to form a double-crank mechanism; the connecting rod comprises a connecting rod body and a sliding ring, the sliding ring is connected with the connecting rod body in a sliding mode to form a sliding pair, a rotating pair is arranged on the connecting rod body, the rotating pair and the sliding ring are respectively connected with a connecting rod shaft neck of a corresponding crankshaft in a rotating mode, and the connecting rod body is connected with a piston in a sliding mode to form a five-connecting-rod mechanism. The invention provides a novel transmission mechanism which is matched with a changed motion mode of a traditional crank connecting rod structure to realize the reciprocating linear motion of a piston so as to cool and seal the piston and a piston rod, and simultaneously further optimizes the structure of a crankshaft and a connecting rod, thereby improving the efficiency of an engine and reducing mechanical loss.

Description

Horizontal opposed engine transmission mechanism

Technical Field

The invention relates to the technical field of engines, in particular to a horizontally opposed engine transmission mechanism.

Background

The traditional engine realizes power output by using a crank-link mechanism, the traditional crank-link mechanism realizes reciprocating motion of a piston head by using the swinging of a connecting rod (namely a piston rod), so the piston rod cannot be sealed, and in addition, the piston rod and the piston head cannot be cooled simultaneously due to the swinging; if the piston and the piston rod do linear reciprocating motion, the problems are easily solved;

in addition, because the traditional piston rod swings, although the piston head moves linearly, the motion track of the traditional piston rod is also swung under the influence of the piston rod in a microscopic view, and meanwhile, in consideration of expansion caused by heat and contraction caused by cold, a small gap exists between the piston head and a cylinder in an actual assembly mode, and the piston ring cannot seal by one hundred percent, water vapor generated in the combustion process of the traditional engine enters a crankcase, so that other parts such as engine oil are influenced;

the invention discloses a double-crankshaft engine (publication number: CN105927380A), which solves the problem that the micro-swing of a piston in the traditional engine causes the piston to do linear reciprocating motion to a certain extent, but the problem that the piston rod cannot seal and cool the inside in the actual use process exists, and the energy consumption of the crankshaft is still changed due to the traditional sliding mode of a bush sleeve.

In order to solve the above problems in a matching manner, a new crank transmission mechanism is needed to adapt to the new motion mode of the piston and the piston rod and facilitate the cooling of the piston and the piston rod.

Disclosure of Invention

In view of the above technical shortcomings, the present invention provides a horizontally opposed engine transmission mechanism, which is a new transmission mechanism to cooperate with the modified conventional crank-connecting rod structure to realize the reciprocating linear motion of the piston, so as to cool and seal the piston and the piston rod, and further optimize the structure of the crankshaft and the connecting rod, thereby improving the efficiency of the engine and reducing the mechanical loss.

In order to solve the technical problems, the invention adopts the following technical scheme:

the invention provides a horizontally opposed engine transmission mechanism, which is arranged in a cylinder body of a horizontally opposed engine and is connected with a piston, wherein the piston performs linear reciprocating motion in the cylinder body, and the horizontally opposed engine transmission mechanism is characterized in that:

the transmission mechanism comprises two crankshafts which are arranged in parallel, the crankshafts are of a split structure, connecting rods are rotatably connected between corresponding connecting rod journals of the two crankshafts through first rolling bearings, and main journals of the crankshafts are rotatably connected with a cylinder body through second rolling bearings to form a double-crank mechanism;

the connecting rod comprises a connecting rod body and a sliding ring, the sliding ring is connected with the connecting rod body in a sliding mode to form a sliding pair, a rotating pair is arranged on the connecting rod body, the rotating pair and the sliding ring are respectively connected with a connecting rod shaft neck of a corresponding crankshaft in a rotating mode, and the connecting rod body is connected with a piston in a sliding mode to form a five-connecting-rod mechanism.

Preferably, the crankshaft comprises a plurality of fixed crank throws, and the crank throws positioned at two sides of the second rolling bearing transmit torque through a spline shaft;

one end of the crankshaft is connected with a transmission gear through a spline shaft, and the other end of the crankshaft is fixed with a timing chain wheel; the cylinder body is rotatably provided with an output gear meshed with the transmission gear, and the output gear is connected with a flywheel through a spline shaft.

Preferably, two adjacent crank throws are fixed in a counter-pulling mode through a plurality of bolts, and the bolts are respectively fixed at a connecting rod journal of the crankshaft and a main journal of the crankshaft;

the bolts positioned at the main journal of the crankshaft are in threaded connection with the corresponding spline shafts and are abutted against the corresponding crank throws through the first baffle plates;

the bolt positioned at the crankshaft connecting rod journal is in threaded connection with the corresponding crank throw, a plurality of positioning pins are further arranged between every two adjacent crank throws, and the positioning pins are inserted at the crankshaft connecting rod journal.

Preferably, a supporting seat is fixed on the cylinder body, and the transmission gear of the crankshaft and the output gear are rotatably connected with the supporting seat through a second rolling bearing.

Preferably, guide rails are arranged on two sides of the connecting rod body and are integrally formed with the connecting rod body, and the guide rails are connected with the piston in a sliding mode.

Preferably, the connecting rod body is provided with a weight reduction groove.

Preferably, an oil duct for lubricating a rolling bearing is formed in the crank throw, one end of the oil duct extends to a first rolling bearing, the other end of the oil duct extends to a second rolling bearing, through holes are formed in an inner ring of the first rolling bearing and an outer ring of the second rolling bearing, the through holes of the second rolling bearing are communicated with a cylinder body, the through holes of the first rolling bearing are communicated with the oil duct, a cooling oil duct communicated with the through holes of the second rolling bearing is formed in the cylinder body, oil is introduced through the through holes of the second rolling bearing, and flows into the through holes of the first rolling bearing through the oil duct; and a sealing ring is arranged on the main journal of the crankshaft.

Preferably, an oil groove formed in the crank throw is formed in the end portion, close to the first rolling bearing, of the oil passage, and the oil groove, the through hole of the first rolling bearing and the oil passage are communicated with each other.

Preferably, an upper housing and a lower housing are fixed on the cylinder body, two thrust plates are symmetrically fixed on the upper housing and the lower housing, the thrust plates are respectively close to crank throws on two sides of one main journal, and a gap between each thrust plate and each crank throw is 0.2-0.25 mm.

Preferably, the first rolling bearing and the second rolling bearing are needle bearings.

The invention has the beneficial effects that:

(1) the invention changes the working mode of the traditional crank connecting rod type engine, and can adapt to the reciprocating linear motion mode of the whole piston (including a piston rod) by utilizing the matching of the crankshaft and the connecting rod, because the traditional engine can generate lateral force on the piston due to the swinging motion of the connecting rod, the piston can slightly swing in the direction vertical to the motion direction in the linear reciprocating motion process, and further the traditional engine is different from the swinging mode of the piston, so that a sealing structure (for example, the existing oil seal structure is sleeved on the piston rod) can be arranged on the piston, and the water vapor generated after the fuel oil is combusted is prevented from entering a cylinder body; meanwhile, the working mode avoids the swinging of the piston and the piston rod, and further creates conditions for cooling the interior of the piston and the piston rod;

(2) the structure of the crankshaft is improved, so that the crankshaft is a split structure, and is different from the traditional crankshaft which is an integral structure, the adaptability of the crankshaft is stronger, the crankshaft can be matched with a rolling bearing to rotate, the sliding of the traditional crankshaft (the traditional crankshaft utilizes a bearing bush) is changed into rolling, the friction resistance is further reduced, and the mechanical loss is reduced;

(3) the invention improves the structure of the connecting rod, changes the four-connecting-rod mechanism of the traditional engine into a five-connecting-rod mechanism to form a sliding pair, further avoids the problem of redundant mechanism movement caused by inconsistent deformation and expansion after heating because of different materials of the connecting rod and the cylinder body, can compensate the deformation of the connecting rod and the cylinder body by utilizing the sliding pair on the connecting rod, and greatly improves the running effect of the engine.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic view of the transmission mechanism of the present invention disposed in a cylinder;

FIG. 2 is a schematic view of the cylinder and the lower casing of FIG. 1 with the cylinder and the lower casing removed;

FIG. 3 is another perspective view of FIG. 2;

FIG. 4 is a schematic structural diagram of a transmission mechanism (including a piston) according to the present invention;

FIG. 5 is a second schematic structural diagram of the transmission mechanism according to the present invention;

FIG. 6 is a schematic perspective view of a crankshaft;

FIG. 7 is a partial exploded view of the crankshaft;

FIG. 8 is a cross-sectional view of a crankshaft;

FIG. 9 is an enlarged view of portion A of FIG. 8;

FIG. 10 is a perspective view of the connecting rod;

FIG. 11 is a cross-sectional view of the connecting rod;

FIG. 12 is a cross-sectional view taken along line D-D of FIG. 1 (through the axis of the crankshaft);

FIG. 13 is an enlarged view of portion B of FIG. 12;

FIG. 14 is a schematic view of the cylinder block;

FIG. 15 is a first schematic diagram of a finite element simulation of a crankshaft;

FIG. 16 is a second schematic diagram of a finite element simulation of a crankshaft;

FIG. 17 is a first schematic diagram of a finite element simulation of a bell crank;

FIG. 18 is a second finite element simulation diagram of a bell crank;

FIG. 19 is a schematic diagram of a finite element simulation of a spline housing;

FIG. 20 is a schematic view of a finite element simulation of a spline shaft;

FIG. 21 is a schematic diagram of a finite element simulation of a first baffle;

FIG. 22 is a schematic view of a finite element simulation of a locating pin;

FIG. 23 is a schematic diagram of a finite element simulation of a bolt at the main journal;

FIG. 24 is a schematic diagram of a finite element simulation of a bolt at a journal of a connecting rod;

FIG. 25 is a first schematic diagram of a finite element simulation of a connecting rod;

FIG. 26 is a second finite element simulation diagram of a connecting rod;

FIG. 27 is a third schematic diagram of finite element simulation of a connecting rod.

Description of reference numerals: 1-crankshaft, 11-crank throw, 111-oil channel, 112-oil groove, 12-first rolling bearing, 13-spline shaft, 14-first baffle, 15-second rolling bearing, 16-timing chain wheel, 17-bolt, 18-positioning pin, 19-sealing ring, 2-connecting rod, 21-connecting rod body, 22-guide rail, 23-revolute pair, 24-slip ring, 3-output gear, 4-transmission gear, 41-second baffle, 5-flywheel, 6-cylinder body, 7-supporting seat, 8-piston, 81-piston guide, 82-piston rod, 83-piston head, 9-upper cover shell, 91-thrust plate and 10-lower cover shell.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

As shown in fig. 1 to 3, the present invention provides a horizontally opposed engine transmission mechanism, which is provided in a cylinder block 6 of a horizontally opposed engine, and is connected with a piston 8, the piston 8 performs a linear reciprocating motion in the cylinder 6, and with reference to figures 2 and 3, the piston 8 mainly comprises three major parts, namely a piston guide 81, a piston rod 82 symmetrically arranged at two sides of the piston guide 81 and a piston head 83 arranged on the piston rod 82, wherein the piston rod 82 is fixedly connected with the piston guide 81, one end of the piston rod 82 extends into the piston guide 81 and is connected with the connecting rod 2 in a sliding way, the piston head 83 is connected with the cylinder of the cylinder body 6, the piston guide 81 is matched with the cylinder body 6, a piston guide groove for the piston guide 81 to move linearly is arranged in the cylinder body 6, so that the motion mode of the piston 8 is linear reciprocating motion, wherein a through groove for the connecting rod 2 to pass through is formed on the piston guide 81;

with reference to fig. 4 and 5, the transmission mechanism includes two crankshafts 1 arranged in parallel, the crankshafts 1 are of a split structure, connecting rods 2 are rotatably connected between corresponding connecting rod journals of the two crankshafts 1 through first rolling bearings 12, and main journals of the crankshafts 1 are rotatably connected with a cylinder body 6 through second rolling bearings 15 to form a double-crank mechanism; the crankshaft 1 is arranged in a split mode, so that the crankshaft can be matched with a rolling bearing for use, a bearing bush mode is not needed to be adopted like a traditional crankshaft, sliding of the traditional crankshaft is changed into rolling, and friction resistance is greatly reduced; the first rolling bearing 12 and the second rolling bearing 15 are needle roller bearings

With reference to fig. 10 and 11, the connecting rod 2 includes a connecting rod body 21 and a sliding ring 24, the sliding ring 24 is slidably connected to the connecting rod body 21 (the fit is a clearance fit, the clearance is between 0.02mm and 0.04 mm) to form a sliding pair, the connecting rod body 21 is provided with a rotating pair 23, the rotating pair 23 and the sliding ring 24 are respectively rotatably connected to the connecting rod journals of the corresponding crankshafts 1, and the connecting rod body 21 is slidably connected to the piston 8 to form a five-bar linkage; guide rails 22 are arranged on two sides of the connecting rod body 21 and are integrally formed with the connecting rod body 21, the guide rails 22 are connected with the piston rod 82 in a sliding mode, namely, an installation groove for the guide rails 22 to slide is formed in the end portion of the piston rod 82; the crank-connecting rod mechanism of the traditional engine forms a four-connecting-rod mechanism, and the connecting rod 2 of the engine is provided with one more sliding pair, so that compared with the traditional engine, the crank-connecting-rod mechanism is provided with one more connecting pair to form a five-connecting-rod mechanism, the five-connecting-rod mechanism can be well adapted to the influence caused by different deformation due to expansion caused by heat and contraction caused by cold due to different materials of the cylinder body 6 and the connecting rod 2, the telescopic deformation can be compensated by the arrangement of the sliding pair, and the mechanism is not sunk, particularly in a heat engine state; furthermore, a weight reduction groove is formed on the connecting rod body 21.

Because the crankshaft 1 adopts a split type assembly mode, and further in order to increase the connection strength and the operation stability of the crankshaft 1, in combination with fig. 6, 7 and 8, the crankshaft 1 comprises a plurality of fixed crank throws 11, the crank throws 11 positioned at two sides of the second rolling bearing 15 transmit torque through the spline shaft 13, two adjacent crank throws 11 are fixed in a pulling mode through a plurality of bolts 17, and the bolts 17 are respectively fixed at the connecting rod journal of the crankshaft 11 and the main journal of the crankshaft;

the bolt 17 positioned at the main journal of the crankshaft 1 is in threaded connection with the corresponding spline shaft 13 and is abutted against the corresponding crank throw 11 through the first baffle plate 14;

the bolts 17 positioned at the connecting rod journal of the crankshaft 1 are in threaded connection with the corresponding crank throws 11, a plurality of positioning pins 18 are further arranged between every two adjacent crank throws 11, and the positioning pins 18 are inserted at the connecting rod journal of the crankshaft 1.

Furthermore, one end of the crankshaft 1 is connected with a transmission gear 4 through a spline shaft 13, and the other end of the crankshaft 1 is fixed with a timing chain wheel 16; an output gear 3 meshed with the transmission gear 4 is rotatably arranged on the cylinder body 6, the output gear 3 is connected with a flywheel 5 through a spline shaft 13, and the flywheel 5 is connected with a clutch part (the connection mode of the part is the same as that of the existing engine, and the description is not excessive), so that the power generated by the engine is output.

Furthermore, because the transmission mechanism is arranged in the cylinder body 6 of the horizontally opposed engine, and a double-crankshaft mechanism is adopted, the transmission mechanism is provided with two transmission gears 4, the two transmission gears 4 are meshed with the output gear 3 to transmit power, and the transmission mechanism is in a cantilever state in the operation process because the gears have length and are positioned at the end part of the crankshaft 1, the root of each gear is stressed greatly, and the stress of each gear is uneven; referring to fig. 2, 3 and 4, a supporting seat 7 is fixed on the cylinder 6, and the transmission gear 4 and the output gear 3 of the crankshaft 1 are rotatably connected with the supporting seat 7 through a second rolling bearing 15, so that the gears are supported, and the stress uniformity of the gears is improved.

In the present application, since the crankshaft 1 is connected to the cylinder block 6 and the connecting rod 2 through the rolling bearing, the connecting rod 2, and the like need to be lubricated; as shown in fig. 8 and 9, an oil passage 111 for lubrication is formed in the crank throw 11 of the crankshaft 1, one end of the oil passage 111 extends to the first rolling bearing 12, the other end of the oil passage 111 extends to the second rolling bearing 15, through holes are formed in both the inner ring of the first rolling bearing 12 and the outer ring of the second rolling bearing 15, the through hole of the second rolling bearing 15 is communicated with the cylinder body 6, the through hole of the first rolling bearing 12 is communicated with the oil passage 111, a cooling oil passage 61 (shown in fig. 14) communicated with the through hole of the second rolling bearing 15 is formed in the cylinder body 6, the cooling oil passage has a V-shaped oil passage 611 and two horizontal oil passages 613 and a vertical oil passage 612 which are perpendicular to each other, a through hole communicated with the V-shaped oil passage 611 is correspondingly formed in the upper housing 9, relatively cold engine oil is introduced from the outside, and then the oil is introduced into the through hole of the second rolling bearing 15 and the piston, that is, the piston guide groove is communicated with the horizontal oil duct 613, so that oil is introduced to the piston guide 81 to cool and lubricate the piston 8, and the oil duct 111 is communicated with the vertical oil duct 612 through the through hole of the second rolling bearing 15, so that the oil flows into the through hole of the first rolling bearing 12; further, in order to facilitate the oil to flow into the first rolling bearing 12, an oil groove 112 formed in the crank 11 is formed in an end portion of the oil passage 111 close to the first rolling bearing 12, and the oil groove 112, the oil passage 111 and the through hole of the first rolling bearing 12 are communicated with each other.

Further, in order to seal the second rolling bearing 15 and further enable the oil from the cooling oil duct 61 of the cylinder block 6 to smoothly flow into the second rolling bearing 15, a sealing ring 19 which is a fluorine rubber O-ring is arranged on the main journal of the crankshaft 1; in addition to fig. 8, the rightmost side is the timing sprocket 16, and it can be seen that only one seal ring 19 is provided on the main journal located there in the drawing, and considering that the timing sprocket 16 is located outside the cylinder block 6, the second rolling bearing 15 located there may be provided with a separate seal structure on the cylinder block 6 to seal the second rolling bearing 15 in this place, and further to prevent the oil from flowing out of the cylinder block 6 from this place, for example, the seal structure may be implemented by a seal method of a rolling bearing end cover in the related art.

As shown in fig. 12 and 13, in order to axially limit the crankshaft 1, an upper housing 9 and a lower housing 10 are fixed on the cylinder block 6, two thrust plates 91 are symmetrically fixed on both the upper housing 9 and the lower housing 10, so as to limit the axial displacement of the crankshaft 1, the thrust plates 91 are respectively close to the crank throws 11 on both sides of one of the main journals, and a gap between the thrust plates 91 and the crank throws 11 is between 0.2 and 0.25mm, that is, h in fig. 13.

According to the transmission structure, finite element simulation is carried out for the purpose to prove the feasibility of the transmission structure, wherein simulation software and processing software used in the simulation structure are ansa, hyperworks and abaqus, and the method comprises the following specific steps:

first, crankshaft

Material of the crankshaft: 42CrMo, the bolt is: 12.9 grade bolt

The design requirement is as follows: (1): the tensile stress of 42CrMo is less than or equal to 350MPa, and the tensile stress of the part in contact with the bolt is less than or equal to 500 MPa; the compressive stress is less than or equal to 700 MPa; (2): the tensile stress of the 12.9-grade bolt is less than or equal to 720MPa, and the compressive stress is less than or equal to 720 MPa;

as shown in fig. 15, the parts participating in the analysis are: the two cranks, the spline shaft, the spline housing, the positioning pin, the bolt at the main journal, the bolt at the connecting rod journal, the positioning pin and the first baffle plate; for convenience of explanation, we name a in fig. 15 as spline housing, b in fig. 15 as bell crank 1, and c in fig. 15 as bell crank 2;

boundary conditions: the top dead center is 20 degrees, the rolling bearings on the crankshaft are loaded with 38067N in the Z direction, the horizontal loading area is 30mm, bolts and corresponding pieces thereof are loaded with 24300N bolt pretightening force in the X direction, the rolling bearings on the two sides of the crankshaft are loaded with constraint (dof2356), and the X direction is loaded with constraint (dof4) on the surface of the outer side of the spline shaft sleeve;

the following results are obtained through simulation:

the maximum displacement produced by the crankshaft is 0.29mm and the minimum displacement is 0.03mm, as shown in fig. 15;

the maximum axial change at the crankshaft main shaft is 0.231mm, as shown in FIG. 16;

maximum tensile stress of crank throw 1: 310.3 Mpa; maximum compression stress of crank throw 1: -320.9 MPa; as shown in fig. 17;

maximum tensile stress of crank throw 2: 307.1 MPa; maximum compression stress of crank throw 2: 434.2 MPa; as shown in fig. 18;

maximum tensile stress outside the spline housing: 238.2 Mpa; maximum pressure stress outside the spline housing: -494.1 MPa; as shown in fig. 19;

maximum tensile stress of the spline shaft: 379.3 MPa; spline shaft maximum compressive stress: -351.0 Mpa; as shown in fig. 20;

maximum tensile stress of the first baffle: 190.4 Mpa; maximum compressive stress of the first baffle: -808.3 MPa; as shown in fig. 21;

maximum tensile stress of the positioning pin: 14.1 Mpa; maximum pressure stress of the positioning pin: -238.7 Mpa; as shown in fig. 22;

maximum tensile stress of the bolt at the main journal: 633.4 MPa; maximum bolt compressive stress at the main journal: 501.1 MPa; as shown in fig. 23;

maximum tensile stress of the bolt at the journal of the connecting rod: 575.6 MPa; maximum compressive stress of the bolt at the journal of the connecting rod: 319.1 MPa; as shown in fig. 24;

and (4) conclusion:

1. the top dead center is 20 degrees, and when the pressure of 38067N is applied to the crankshaft Z direction, the maximum displacement of the crankshaft is 0.29 mm.

2. At the top dead center of 20 degrees, when 38067N pressure is applied to the crankshaft Z direction, 23 wires are axially displaced at the main shaft of the crankshaft, and the displacement is smaller than the reserved 25 wire space (the 25 wires are the reserved space designed in advance).

3. Top dead center 20, when the pressure of 38067N is exerted to crankshaft Z direction, bell crank 1, bell crank 2 and spline housing outside, locating pin all satisfy: the tensile stress is less than or equal to 350 MPa; all bolts satisfy: the tensile stress is less than or equal to 720 MPa; the spline shaft and the first baffle satisfy the following conditions: the tensile stress of the part connected with the bolt is less than or equal to 500 MPa;

4. top dead center 20, when the pressure of 38067N is applyed to bent axle Z direction, bell crank 1, bell crank 2 and the spline housing outside, locating pin, integral key shaft all satisfy: the compressive stress is less than or equal to 700 MPa; all bolts satisfy: the compressive stress is less than or equal to 720 MPa.

5. When the top dead center is 20 degrees and the pressure of 38067N is applied to the crankshaft Z direction, the maximum pressure stress of the first baffle is 808.3MPa and more than 700MPa, and the maximum pressure stress exceeds the ideal range. The actual yield value of the material is 900MPa, and the material can be accepted if the actual yield value is not up to the yield value.

Two, connecting rod

The material of the connecting rod is as follows: 42 CrMo;

the design requirement is as follows: the tensile stress is less than or equal to 350MPa, and the compressive stress is less than or equal to 700 MPa;

parts: a connecting rod (including a slip ring therein);

boundary conditions: the inner surface (dof12356) and the contact part of the constraint sleeve (namely the slip ring and the revolute pair) are contacted;

force applied: on the-Y side of the connecting rod, the position with the middle deviated to + Z by 25mm, and a force of 60102N is applied to the + Y direction;

the following results are obtained through simulation:

the maximum displacement of the connecting rod is 0.26 mm; as shown in fig. 25;

the maximum tensile stress of the connecting rod is 340.1 Mpa; as shown in fig. 26;

the maximum pressure stress of the connecting rod is-388.1 Mpa; as shown in fig. 27;

and (4) conclusion:

1. when the pressure of 60102N is applied to the Y direction, the maximum displacement is 0.26 mm;

2. when 60102N pressure is applied to the Y direction, the maximum tensile stress of the connecting rod is 340.1MPa and less than 350 MPa;

3. and when 60102N pressure is applied to the Y direction, the maximum compressive stress of the connecting rod is 388.1MPa and less than 700 MPa.

When the transmission mechanism is used, the transmission mechanism is arranged in a horizontally-opposite double-crankshaft engine, a main journal on a crankshaft 1 is rotatably connected with a cylinder body 6 through a second rolling bearing 15, a connecting rod journal of the crankshaft 1 is rotatably connected with a connecting rod 2 through a first rolling bearing 12, when a piston 8 generates linear reciprocating motion in the cylinder body 6, a piston guide 81 drives the connecting rod 2 to move so as to push the crankshaft 1 to rotate, a transmission gear 4 of the crankshaft 1 transmits power to an output gear 3, the output gear 3 and a flywheel 5 rotate coaxially, and then the power is transmitted to the outside; during the operation of the crankshaft 1, oil enters the through hole of the second bearing 15 through the cooling oil duct 61 of the cylinder block 6, then enters the oil duct 111, and then enters the first rolling bearing 12 through the oil duct 111, so as to lubricate the rolling bearing.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims

1. The utility model provides a horizontal opposed engine drive mechanism, this drive mechanism locates the cylinder body of horizontal opposed engine to be connected with the piston, the piston carries out linear reciprocating motion in the cylinder body, its characterized in that:

2. The horizontally opposed engine drive of claim 1 wherein said crankshaft includes a plurality of fixed throws, the throws on either side of said second roller bearing transmitting torque through splined shafts;

3. The horizontally opposed engine transmission of claim 2 wherein adjacent cranks are secured in tension by bolts secured to the connecting rod journals of the crankshaft and the main journals of the crankshaft, respectively;

4. The horizontally opposed engine transmission according to claim 2, wherein a support base is fixed to the cylinder block, and the transmission gear of the crankshaft and the output gear are rotatably connected to the support base through a second rolling bearing.

5. The horizontally opposed engine transmission of claim 1 wherein the connecting rod body is provided with rails on both sides and is integrally formed with the connecting rod body, the rails being slidably connected to the piston.

6. The horizontally opposed engine drive of claim 5 wherein said connecting rod body is formed with weight reducing slots.

7. The horizontally opposed engine transmission mechanism as claimed in any one of claims 2 to 6, wherein an oil passage for lubricating a rolling bearing is formed in the crank throw, one end of the oil passage extends to a first rolling bearing, the other end of the oil passage extends to a second rolling bearing, through holes are formed in an inner ring of the first rolling bearing and an outer ring of the second rolling bearing, the through holes of the second rolling bearing are communicated with the cylinder body, the through holes of the first rolling bearing are communicated with the oil passage, and a cooling oil passage communicated with the through holes of the second rolling bearing is formed in the cylinder body; and a sealing ring is arranged on the main journal of the crankshaft.

8. The opposed horizontal engine transmission of claim 7, wherein the end of the oil passage adjacent to the first rolling bearing is provided with an oil groove formed in the crank throw, and the oil groove, the through hole of the first rolling bearing and the oil passage are communicated with each other.

9. The horizontally opposed engine transmission mechanism as defined in claim 1, wherein the cylinder block is fixed with an upper housing and a lower housing, and the upper housing and the lower housing are symmetrically fixed with two thrust plates respectively near the crank on both sides of one of the main journals, and the gap between the thrust plates and the crank is 0.2-0.25 mm.

10. The opposed horizontal engine transmission of claim 1, wherein the first rolling bearing and the second rolling bearing are needle bearings.