CN117231350A - Double-cylinder two-stroke internal combustion engine - Google Patents
Double-cylinder two-stroke internal combustion engine Download PDFInfo
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- CN117231350A CN117231350A CN202311083565.6A CN202311083565A CN117231350A CN 117231350 A CN117231350 A CN 117231350A CN 202311083565 A CN202311083565 A CN 202311083565A CN 117231350 A CN117231350 A CN 117231350A
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 114
- 238000009826 distribution Methods 0.000 claims description 4
- 230000006835 compression Effects 0.000 abstract description 36
- 238000007906 compression Methods 0.000 abstract description 36
- 238000004519 manufacturing process Methods 0.000 abstract description 6
- 230000007613 environmental effect Effects 0.000 abstract description 4
- 238000004134 energy conservation Methods 0.000 abstract description 2
- 239000007789 gas Substances 0.000 description 58
- 238000000034 method Methods 0.000 description 42
- 230000008569 process Effects 0.000 description 38
- 239000000446 fuel Substances 0.000 description 23
- 238000010586 diagram Methods 0.000 description 10
- 239000003921 oil Substances 0.000 description 7
- 230000002000 scavenging effect Effects 0.000 description 7
- 239000002699 waste material Substances 0.000 description 6
- 230000009471 action Effects 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 239000002912 waste gas Substances 0.000 description 3
- 230000007246 mechanism Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000010408 sweeping Methods 0.000 description 2
- 238000009423 ventilation Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000003860 storage Methods 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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Abstract
A double-cylinder two-stroke internal combustion engine comprises a cylinder body, a cylinder cover, a piston connecting rod group and a crankshaft, wherein a set of multi-set working system is arranged in the cylinder cover, an air inlet for supplying air from the outside to a space in a cylinder sleeve A is arranged in the cylinder cover, and an air inlet one-way valve is arranged at the air inlet; the bottom surface of the cylinder cover is provided with a combustion chamber, a spark plug and an oil sprayer; the combustion chamber is communicated with the space in the cylinder sleeve B; an exhaust port which is communicated with the space in the cylinder sleeve A and the combustion chamber is arranged in the cylinder cover; and an exhaust one-way valve is arranged at the exhaust port. The internal combustion engine has the advantages of simple structure, low production cost, energy conservation and environmental protection, and can be designed into an Atkinson cycle type and a supercharging and variable compression ratio type.
Description
Technical Field
The application relates to an internal combustion engine, in particular to a double-cylinder two-stroke internal combustion engine.
Background
Existing internal combustion engines include four-stroke internal combustion engines and two-stroke internal combustion engines. The two-stroke gasoline engine has the advantages of simple structure, light weight, low manufacturing cost, convenient maintenance and high power rise; but the ventilation quality is poor, and a part of fuel is discharged to the atmosphere along with the exhaust gas, so that the fuel is wasted and the environment is polluted. The two-stroke diesel engine has a complex structure and high oil consumption. The four-stroke internal combustion engine has high air intake and exhaust efficiency, full combustion and economy and oil conservation; however, the four-stroke internal combustion engine has a relatively complex structure and high production cost, and the power per liter of the four-stroke internal combustion engine is lower than that of the two-stroke internal combustion engine. How does the energy expended during the compression stroke be reduced while releasing more energy during the working stroke for a four-stroke internal combustion engine? Thus, methods of reducing the compression stroke and increasing the power stroke have been conceived. The Atkinson cycle utilizes a complex set of mechanism to make the compression stroke of the internal combustion engine shorter than the working stroke, so that its expansion ratio is greater than the compression ratio. The miller cycle is implemented with a complex set of camshaft valve train to vary the opening or closing times of the intake valves to achieve expansion ratios greater than compression ratios. In summary, the existing internal combustion engine has the disadvantages of low cost and environmental pollution, or low pollution to the environment and high cost, and the cost and the environmental protection are not compatible.
Disclosure of Invention
The application aims to overcome the defects of the existing internal combustion engine that the cost and the environmental protection are not compatible, and provides a double-cylinder two-stroke internal combustion engine which has the advantages of low production cost, high power rise, energy conservation and environmental protection. The technical scheme adopted by the application is as follows:
a double-cylinder two-stroke internal combustion engine comprises a cylinder body, a cylinder cover, a piston connecting rod group and a crankshaft, wherein one set of multiple sets of working systems are arranged, and each set of working system comprises: a cylinder sleeve A and a cylinder sleeve B which are arranged in the cylinder body, a piston connecting rod group A matched with the cylinder sleeve A, and a piston connecting rod group B matched with the cylinder sleeve B; the piston A of the piston connecting rod group A is positioned in the cylinder sleeve A, and the piston B of the piston connecting rod group B is positioned in the cylinder sleeve B; piston rings are respectively arranged on the piston A and the piston B; one end of a connecting rod A of the piston connecting rod group A is in dynamic connection with a piston pin of a piston A of the piston connecting rod group A, and the other end of the connecting rod A of the piston connecting rod group A is in dynamic connection with a corresponding connecting rod journal of a crankshaft; one end of a connecting rod B of the piston connecting rod group B is in dynamic connection with a piston pin of a piston B of the piston connecting rod group B, and the other end of the connecting rod B of the piston connecting rod group B is in dynamic connection with a corresponding connecting rod journal of a crankshaft; the cylinder head is mounted on the cylinder block and the contact surface of the cylinder head and the cylinder block can be sealed, or the cylinder head is mounted on the cylinder block and a cylinder gasket is arranged between the cylinder head and the cylinder block;
an air inlet for supplying air from the outside to the space in the cylinder sleeve A is arranged in the cylinder cover, and an air inlet one-way valve is arranged at the air inlet; the bottom surface of the cylinder cover is provided with a combustion chamber, a spark plug and an oil sprayer; the combustion chamber is communicated with the space in the cylinder sleeve B; an exhaust port which is communicated with the space in the cylinder sleeve A and the combustion chamber is arranged in the cylinder cover; an exhaust one-way valve is arranged at the exhaust port;
if the piston A reaches the top dead center first, the crankshaft rotates an angle alpha according to the original rotation direction, and then the piston B reaches the top dead center, wherein alpha is more than 0 degrees and less than or equal to 150 degrees.
A double-cylinder two-stroke internal combustion engine comprises a cylinder body, a cylinder cover, a piston connecting rod group and a crankshaft, wherein one set of multiple sets of working systems are arranged, and each set of working system comprises: a cylinder sleeve A and a cylinder sleeve B which are arranged in the cylinder body, a piston connecting rod group A matched with the cylinder sleeve A, and a piston connecting rod group B matched with the cylinder sleeve B; the piston A of the piston connecting rod group A is positioned in the cylinder sleeve A, and the piston B of the piston connecting rod group B is positioned in the cylinder sleeve B; piston rings are respectively arranged on the piston A and the piston B; one end of a connecting rod A of the piston connecting rod group A is in dynamic connection with a piston pin of a piston A of the piston connecting rod group A, and the other end of the connecting rod A of the piston connecting rod group A is in dynamic connection with a corresponding connecting rod journal of a crankshaft; one end of a connecting rod B of the piston connecting rod group B is in dynamic connection with a piston pin of a piston B of the piston connecting rod group B, and the other end of the connecting rod B of the piston connecting rod group B is in dynamic connection with a corresponding connecting rod journal of a crankshaft; the cylinder head is mounted on the cylinder block and the contact surface of the cylinder head and the cylinder block can be sealed, or the cylinder head is mounted on the cylinder block and a cylinder gasket is arranged between the cylinder head and the cylinder block;
an air inlet for supplying air from the outside to the space in the cylinder sleeve A is arranged in the cylinder cover, and an air inlet one-way valve is arranged at the air inlet; the bottom surface of the cylinder cover is provided with a combustion chamber and an oil sprayer; the combustion chamber is communicated with the space in the cylinder sleeve B; an exhaust port which is communicated with the space in the cylinder sleeve A and the combustion chamber is arranged in the cylinder cover; an exhaust one-way valve is arranged at the exhaust port;
if the piston A reaches the top dead center first, the crankshaft rotates an angle alpha according to the original rotation direction, then the piston B reaches the top dead center, alpha is more than or equal to 0 degrees and less than or equal to 150 degrees, and if the piston B reaches the top dead center first, then the crankshaft rotates an angle beta according to the original rotation direction, then the piston A reaches the top dead center, and beta is more than 0 degrees and less than or equal to 45 degrees.
The both sides of cylinder B are equipped with the exhaust emission mouth, and the open position of exhaust emission mouth is: when the two-cylinder two-stroke internal combustion engine is longitudinally arranged, holes are formed in the cylinder wall at two sides of the bottom dead center of a piston B in a cylinder B for doing work, the gas distribution phase of an exhaust gas discharge port is less than or equal to 150 degrees, and the cambered surface of an exhaust gas outlet valve in the exhaust gas discharge port in the cylinder B is matched with the cambered surface of a cylinder sleeve.
Description 1: the technical scheme 1 is a basic cycle process of a two-cylinder two-stroke internal combustion engine. The technical scheme 2 is that the dual-cylinder two-stroke internal combustion engine performs an Atkinson cycle. The technical scheme 3 is that the two-cylinder two-stroke internal combustion engine can achieve supercharging and variable compression ratio.
Description 2: the relative position relationship between the piston A and the piston B is that the piston A reaches the top dead center firstly, and then the crankshaft rotates for an angle alpha according to the original rotation direction, and the piston B reaches the top dead center, wherein alpha is more than 0 degrees and less than or equal to 150 degrees; the second is to set the piston B to reach the top dead center first, and the piston A to reach the top dead center after the crankshaft rotates by beta angle, wherein beta is more than 0 degree and less than or equal to 45 degrees. The ranges of α and β are also merely the optimal angular ranges suggested by the present application, and the values of α and β may be exceeded in actual design according to circumstances. When designing the relative positions of the piston a and the piston B, the scavenging factor is considered, whether fuel is present in the gas supplied from the cylinder liner a is considered, the compression ratio is considered, and the work consumed in the compression stroke is considered to be reduced as much as possible.
The both sides of cylinder B are equipped with the exhaust emission mouth, and the open position of exhaust emission mouth is: when the two-cylinder two-stroke internal combustion engine is longitudinally arranged, holes are formed in the cylinder wall at two sides of the bottom dead center of a piston B in a cylinder B for acting, the gas distribution phase of an exhaust gas discharge port is less than or equal to 150 degrees, and the cambered surface of an exhaust gas outlet valve of the exhaust gas discharge port in the cylinder B is matched with the cambered surface of a cylinder sleeve.
The exhaust amount of the cylinder liner a is smaller than or equal to the exhaust amount of the cylinder liner B.
The exhaust amount of the cylinder liner a is greater than the exhaust amount of the cylinder liner B.
The stroke of the piston A is smaller than or equal to that of the piston B.
The stroke of the piston A is larger than that of the piston B.
The cylinder diameter of the cylinder A is smaller than or equal to the cylinder diameter of the cylinder B.
The diameter of the cylinder A is larger than that of the cylinder B.
Description 3: the present application refers to "scavenging residual exhaust gas in the cylinder liner B with fresh air delivered by the cylinder liner a" as scavenging. When claim 2 is adopted, the scavenging process cannot be long, but only a short scavenging time is required to prevent fresh air from being discharged from the exhaust gas discharge port.
Description 4: explanation of the exhaust gas amount of the cylinder liner: one surface of the piston A, which is close to the cylinder cover, is E surface, and one surface of the gas ring in the piston ring of the piston A, which is close to the cylinder cover, is F surface; during the process of the piston A running from the bottom dead center to the top dead center, the space swept by the E surface and the F surface is approximately equal to the exhaust volume of the cylinder liner A. One surface of the piston B, which is close to the cylinder cover, is a P surface, and one surface of the gas ring in the piston ring of the piston B, which is close to the cylinder cover, is a K surface; the space swept by the P and K surfaces during the piston B running from bottom dead center to top dead center is approximately equal to the displacement of cylinder liner B. There are three methods for making the exhaust gas amount of the cylinder liner a smaller than that of the cylinder liner B: firstly, the diameter of the cylinder sleeve A is reduced, secondly, the length of the cylinder sleeve A is shortened, namely, the stroke of the piston A is shortened, and thirdly, the two are performed simultaneously. In contrast, there are three methods for making the exhaust gas amount of the cylinder liner a larger than that of the cylinder liner B: firstly, the diameter of the cylinder sleeve A is increased, secondly, the length of the cylinder sleeve A is increased, namely, the stroke of the piston A is increased, and thirdly, the diameter of the cylinder sleeve A and the length of the cylinder sleeve A are simultaneously increased.
Description 5: explanation of top dead center and bottom dead center of the piston: the position of the piston a when it is farthest from the center line of the crankshaft is its top dead center (or outer dead center, or far dead center), and the position of the piston a when it is closest to the center line of the crankshaft is its bottom dead center (or inner dead center, or near dead center). The meaning of top dead center and bottom dead center of piston B is so forth.
Description 6: the application focuses on the differences between a two-cylinder two-stroke internal combustion engine and the existing four-stroke internal combustion engine and two-stroke internal combustion engine (namely focuses on the distinguishing technical characteristics of the application and the prior art); the present application adopts the existing technology of four-stroke internal combustion engine and two-stroke internal combustion engine where the two-cylinder two-stroke internal combustion engine is not described.
The beneficial effects are that: compared with a double-cylinder four-stroke internal combustion engine with the same number of cylinders, the double-cylinder two-stroke internal combustion engine provided by the application has the advantages that: when the crankshaft runs 720 degrees, the two engine pistons do work twice, and the power per liter of the application is not lower than that of the existing double-cylinder four-stroke internal combustion engine. However, the application has no complicated camshaft valve mechanism, the kinetic energy loss is very little, and the noise is smaller; the cylinder sleeve A and the piston A which are responsible for the air inlet task are at normal temperature, and air is not heated, so that the air inlet efficiency is greatly improved, or the cylinder sleeve A has no combustion chamber, so that the air inlet vacuum degree of the cylinder sleeve A is higher, and the air inlet efficiency is better. And the piston connecting rod group in the cylinder A responsible for the air inlet task is lighter in weight, and the kinetic energy loss is smaller when the piston connecting rod group with lighter weight reciprocates. The application has the functions of pressurizing and variable compression ratio, can greatly improve the torque and has simple structure. In a word, compared with the existing four-stroke internal combustion engine, the double-cylinder two-stroke internal combustion engine has the advantages of simple structure, low production cost and high heat efficiency; when the energy-saving vehicle is used on a vehicle, the energy-saving vehicle is energy-saving and environment-friendly due to light weight.
Compared with the existing double-cylinder two-stroke internal combustion engine with the same number of cylinders, the double-cylinder two-stroke internal combustion engine disclosed by the application has the advantages that the power rise is reduced by half; however, the existing two-stroke internal combustion engine has short air exchange time, poor air exchange quality and low thermal efficiency, and partial gasoline is used as exhaust gas emission, so that the higher the fuel consumption is, the higher the HC emission is, and the less the application prospect is. The existing two-stroke diesel engine has high production cost, heavy weight and high fuel consumption in vehicle-mounted process, and the engine has better ventilation quality because the two sides are provided with the exhaust valves.
The high-pressure air compressed by the piston A in the cylinder sleeve A can be stored by the high-pressure air storage barrel when the double-cylinder two-stroke internal combustion engine outputs zero power (such as vehicles slide down a slope and brake), and the double-cylinder two-stroke internal combustion engine is used for boosting and air supply when the engine is at a low rotating speed by the control of the engine control unit, so that the technical problem of insufficient air when the engine is at a low rotating speed is solved.
Drawings
FIG. 1 is a block diagram of a two-cylinder two-stroke internal combustion engine according to a first embodiment of the present application;
FIG. 2 is a block diagram of a two-cylinder two-stroke internal combustion engine according to a second embodiment of the present application;
FIG. 3 is a first block diagram of a two-cylinder two-stroke internal combustion engine according to a third embodiment of the present application;
FIG. 4 is a second block diagram of a two-cylinder two-stroke internal combustion engine according to a third embodiment of the present application;
FIG. 5 is a third block diagram of a two-cylinder two-stroke internal combustion engine according to a third embodiment of the present application;
FIG. 6 is a fourth block diagram of a two-cylinder two-stroke internal combustion engine according to a third embodiment of the present application;
FIG. 7 is a schematic diagram of an exhaust port structure of a two-cylinder two-stroke internal combustion engine according to an embodiment of the present application;
FIG. 8 is a diagram of a basic cycle implementation duty cycle for a two-cylinder two-stroke internal combustion engine.
Fig. 9 is a diagram of an atkinson cycle implementation duty cycle for a two-cylinder two-stroke internal combustion engine.
FIG. 10 is a diagram of a two-cylinder two-stroke engine boost and variable compression ratio implementation duty cycle.
Detailed Description
The application is further described with reference to fig. 1 to 10:
the structure of the two-cylinder two-stroke internal combustion engine shown in fig. 1, 2, 7, 8 and 9 comprises a cylinder body 1, a cylinder cover 2, a piston connecting rod group 3 and a crankshaft 4, and a working system is arranged, wherein the working system comprises: a cylinder sleeve A and a cylinder sleeve B which are arranged in the cylinder body, a piston connecting rod group A matched with the cylinder sleeve A, and a piston connecting rod group B matched with the cylinder sleeve B; the piston A5 of the piston connecting rod group A is positioned in the cylinder sleeve A, and the piston B6 of the piston connecting rod group B is positioned in the cylinder sleeve B; piston rings are respectively arranged on the piston A5 and the piston B6; one end of a connecting rod A of the piston connecting rod group A is in dynamic connection with a piston pin of a piston A of the piston connecting rod group A, and the other end of the connecting rod A of the piston connecting rod group A is in dynamic connection with a corresponding connecting rod journal of a crankshaft; one end of a connecting rod B of the piston connecting rod group B is in dynamic connection with a piston pin of a piston B6 of the piston connecting rod group B, and the other end of the connecting rod B of the piston connecting rod group B is in dynamic connection with a corresponding connecting rod journal of a crankshaft; the cylinder head is mounted on the cylinder block and the contact surface of the cylinder head and the cylinder block can be sealed, or the cylinder head is mounted on the cylinder block and a cylinder gasket is arranged between the cylinder head and the cylinder block;
an air inlet 7 for supplying air from the outside to the space in the cylinder sleeve A is arranged in the cylinder cover 2, and an air inlet one-way valve 8 is arranged at the air inlet; the bottom surface of the cylinder head 2 is provided with a combustion chamber 12, a spark plug 11 and an oil injector 10; the combustion chamber 12 is communicated with the space in the cylinder sleeve B; an exhaust hole which is communicated with the space in the cylinder sleeve A and the combustion chamber is arranged in the cylinder cover 2; an exhaust one-way valve 9 is arranged at the exhaust hole;
if the piston A reaches the top dead center first, the crankshaft rotates an angle alpha according to the original rotation direction, and then the piston B reaches the top dead center, wherein alpha is more than 0 degrees and less than or equal to 150 degrees.
The two sides of the cylinder B are provided with exhaust gas discharge ports 13, and the opening positions of the exhaust gas discharge ports are as follows: when the two-cylinder two-stroke internal combustion engine is longitudinally arranged, holes are formed in the cylinder wall at two sides of the bottom dead center of a piston B in a cylinder B for doing work, the gas distribution phase of an exhaust gas discharge port is less than or equal to 150 degrees, and the cambered surface of an exhaust gas outlet valve in the exhaust gas discharge port in the cylinder B is matched with the cambered surface of a cylinder sleeve. Before the piston B performs the working stroke to reach the bottom dead center, the working exhaust gas can be discharged to the atmosphere through the exhaust gas discharge port at the lower part of the cylinder sleeve B, the exhaust gas discharge port of the cylinder block and the exhaust pipe.
As shown in fig. 3, 4, 5, 6, 7 and 10, a two-cylinder two-stroke internal combustion engine comprises a cylinder block 1, a cylinder head 2, a piston connecting rod group 3 and a crankshaft 4, and one set of multiple sets of working systems are arranged, wherein each set of working systems comprises: a cylinder sleeve A and a cylinder sleeve B which are arranged in the cylinder body, a piston connecting rod group A matched with the cylinder sleeve A, and a piston connecting rod group B matched with the cylinder sleeve B; the piston A5 of the piston connecting rod group A is positioned in the cylinder sleeve A, and the piston B6 of the piston connecting rod group B is positioned in the cylinder sleeve B; piston rings are respectively arranged on the piston A5 and the piston B6; one end of a connecting rod A of the piston connecting rod group A is in dynamic connection with a piston pin of a piston A of the piston connecting rod group A, and the other end of the connecting rod A of the piston connecting rod group A is in dynamic connection with a corresponding connecting rod journal of a crankshaft; one end of a connecting rod B of the piston connecting rod group B is in dynamic connection with a piston pin of a piston B of the piston connecting rod group B, and the other end of the connecting rod B of the piston connecting rod group B is in dynamic connection with a corresponding connecting rod journal of a crankshaft; the cylinder head is mounted on the cylinder block and the contact surface of the cylinder head and the cylinder block can be sealed, or the cylinder head is mounted on the cylinder block and a cylinder gasket is arranged between the cylinder head and the cylinder block;
an air inlet 7 for supplying air from the outside to the space in the cylinder sleeve A is arranged in the cylinder cover 2, and an air inlet one-way valve 8 is arranged at the air inlet 7; the bottom surface of the cylinder cover 2 is provided with a combustion chamber 12 and an oil injector 10; the combustion chamber 12 is communicated with the space in the cylinder sleeve B; an exhaust port which penetrates through the space in the cylinder sleeve A and the combustion chamber is arranged in the cylinder cover 2; an exhaust one-way valve 9 is arranged at the exhaust port;
if the piston A reaches the top dead center first, the crankshaft rotates an angle alpha according to the original rotation direction, then the piston B reaches the top dead center, alpha is more than or equal to 0 degrees and less than or equal to 150 degrees, and if the piston B reaches the top dead center first, then the crankshaft rotates an angle beta according to the original rotation direction, then the piston A reaches the top dead center, and beta is more than 0 degrees and less than or equal to 45 degrees.
Embodiment one:
as in fig. 1 and 8: the specific operation process of the double-cylinder two-stroke internal combustion engine structure is as follows:
the double-cylinder two-stroke internal combustion engine completes 360 DEG of operation of a working cycle crankshaft, the crank angle difference between a piston A and a piston B is 60 DEG, the piston A runs in front, the piston B runs in back, two sides of the cylinder B are provided with exhaust gas discharge ports, and the opening positions of the exhaust gas discharge ports are as follows: when the two-cylinder two-stroke internal combustion engine is in the longitudinal direction, the piston B is positioned at the opening of 120-240 DEG of crank angle on two sides of the cylinder B, and the exhaust phase of the exhaust valve of the cylinder B is 120 deg. Setting the piston A as the starting position of the crankshaft at the top dead center; the crankshaft starts rotating from a starting position of 0 DEG to 180 DEG, the piston A reaches a bottom dead center from a top dead center, vacuum is formed in the cylinder sleeve A in the process, the air inlet one-way valve is opened, external air flows to the space in the cylinder sleeve A, the air inlet one-way valve is closed when the piston A reaches the bottom dead center (the valve core is closed under the action of the return spring because the pressure at the two ends of the valve core reaches an equilibrium state), and the external air stops flowing to the space of the cylinder sleeve A, and the process is called the air suction stroke of the piston A.
The crankshaft rotates 60 degrees in the original rotation direction, and when the piston A moves from the crank angle of 180 degrees to the upper dead center to reach the crank angle of 240 degrees, the fresh air in the cylinder A starts to be compressed. At the same time, the piston B runs from 120 DEG to 180 DEG at the crank angle to reach the bottom dead center, and the exhaust valve is forced to be pushed open by the high-pressure exhaust gas, and the high-pressure exhaust gas is forced to be discharged in a large quantity, and in the process, the compressed fresh air in the cylinder A breaks through the exhaust check valve in the cylinder cover, and the fresh air starts to be pressed into the cylinder B and the combustion chamber.
The crankshaft is rotated again in the original rotational direction by 60 °, the piston a starts to run from 240 ° to 300 ° of crank angle, during which the piston a presses fresh air into the cylinder B and combustion chamber and starts to sweep out exhaust gases in the cylinder B, while the cylinder B piston runs from 180 ° to 240 ° of crank angle, and the piston B sweeps out the wastegate, and this scavenging process is ended.
The crankshaft rotates 60 degrees in the original rotation direction, in the process, the piston A moves from the crank angle of 300 degrees to the crank angle of 360 degrees, the piston A completely presses fresh air into the cylinder B through the exhaust check valve, the in-cylinder pressure in the cylinder A disappears, the exhaust check valve in the cylinder cover automatically closes, and the two-stroke cycle of the piston A is ended when the piston A reaches the top dead center. At the same time, after the exhaust valve in the cylinder B is closed, the piston B starts to compress the fresh air from 240 DEG to 300 DEG, and continues to compress the fresh air to 360 DEG towards the top dead center of the piston B.
When the piston B in the cylinder B reaches the ignition advance angle near the top dead center, the fuel injector injects fuel and the spark plug ignites. After the piston B in the cylinder B reaches the top dead center, the working stroke starts and the piston B runs towards the bottom dead center. (this paragraph focuses on the cycle of piston B in cylinder B, assuming that the position of the top dead center of piston B is the starting point 0 °), the high-temperature and high-pressure gas expanding in cylinder B pushes piston B to start the power stroke, and piston B runs from the starting point crank angle 0 ° to the bottom dead center to the crank angle 120 °.
The crankshaft rotates 60 degrees according to the original rotation direction, in the process, the piston B runs from 120 degrees to 180 degrees in the crank angle, the exhaust valve is forced to be pushed away by the high-temperature and high-pressure exhaust gas, and a large amount of high-temperature and high-pressure exhaust gas is discharged from the outlet of the waste gate at the sonic speed, and the process is carried out until the piston B runs to reach the bottom dead center. At the same time, the piston a in the cylinder a runs from 180 ° to 240 ° at the crank angle, at which point the piston a in the cylinder a has already started compressing fresh air. When the pressure of the compressed fresh air in the cylinder A is larger than the sum of the pressure of the exhaust gas in the cylinder sleeve B and the elastic force of the spring of the exhaust check valve, the fresh air in the cylinder A can flush the exhaust check valve in the cylinder cover, press the fresh air into the cylinder B and the combustion chamber, and assist the cylinder B to sweep out the exhaust gas, and the process needs the crankshaft to rotate for 60 degrees according to the original rotation direction, and the piston A is operated from the crank angle 240 degrees to the crank angle 300 degrees, and the piston B is operated from the crank angle 180 degrees to the crank angle 240 degrees and finishes after sweeping the waste gate.
The crankshaft rotates 60 degrees according to the original rotation direction, in the process, the piston A continues to move from the crank angle of 300 degrees to the upper dead center to the crank angle of 360 degrees, and the piston A presses fresh air in the cylinder A into the combustion chamber of the cylinder B completely and then closes the exhaust check valve in the cylinder cover. The working cycle of the cylinder a ends thus far. At the same time, the piston B in the cylinder B continues to run from the crank angle 240 ° to the top dead center to the crank angle 300 ° to start the compression stroke.
The crankshaft rotates 60 degrees according to the original rotation direction, the piston B which continues to run towards the top dead center runs from the crank angle of 300 degrees to the crank angle of 360 degrees, in the process, when the piston B reaches the ignition advance angle near the top dead center, the fuel injector injects fuel and the spark plug ignites, the fuel can be directly compression-ignited when the high compression ratio is adopted, the spark plug is not required to ignite, and the piston B in the cylinder B starts to perform work stroke after reaching the top dead center and runs towards the bottom dead center. This in turn restarts the above two-cylinder two-stroke engine cycle.
The check valve on the market has a plurality of models, and can be used as an air inlet check valve and an air outlet check valve as long as the technical parameters of the check valve meet the requirements of the internal combustion engine with the structure.
The oil injected by the injector can be gasoline, diesel or gas fuel; however, if the fuels are different, the structure and the size of each part of the two-cylinder two-stroke internal combustion engine are different.
Some variations may be made to the two-cylinder two-stroke internal combustion engine of fig. 1. Firstly, the position of the exhaust gas discharge port is changed (the exhaust gas discharge port is moved upwards by a certain distance or is moved downwards by a certain distance); secondly, changing the relative crank angle position of the piston A and the piston B; thirdly, changing the stroke of the piston A or the piston B or simultaneously changing the strokes of the piston A and the piston B; fourthly, changing the discharge amount of the cylinder sleeve A or the discharge amount of the cylinder sleeve B or simultaneously changing the discharge amounts of the cylinder sleeve A and the cylinder sleeve B; fifthly, the parameters are changed simultaneously.
Embodiment two:
as shown in fig. 2, the cylinder a crank throw is of a shorter size relative to the cylinder B crank throw. That is, the piston stroke of the cylinder a is shorter than the piston stroke of the cylinder B, the crankshaft runs for 360 degrees, the piston a in the cylinder a only performs the intake and compression strokes in the atkinson cycle, the piston B in the cylinder B has longer stroke, and the crankshaft runs for 360 degrees, only performs the working strokes in the otto cycle and discharges the exhaust gas. In order to make the top dead centers of the piston A and the piston B in the two-cylinder two-stroke internal combustion engine be at the same height, the length of the connecting rod A in the piston connecting rod group A is required to be larger than the length of the connecting rod B in the piston connecting rod group B, and the top dead centers of the piston A and the piston B are at the same horizontal plane in the running process of the two-cylinder two-stroke internal combustion engine. Therefore, the method that the power stroke adopted by the Atkinson cycle is larger than the compression stroke, namely the expansion ratio is larger than the compression ratio, can be realized.
As shown in fig. 9, since the displacement of the cylinder a is smaller than that of the cylinder B, the exhaust emission after the work performed by the cylinder B is relatively small. The both sides of cylinder B are equipped with the exhaust emission mouth, and the open position of exhaust emission mouth is: when the two-cylinder two-stroke internal combustion engine is in the longitudinal direction, the piston B is positioned at the openings of 135-225 DEG of crank angle on two sides of the cylinder B, the exhaust phase of the exhaust valve of the cylinder B is 90 DEG, and the cambered surface of the exhaust valve of the exhaust outlet in the cylinder B is matched with the cambered surface of the cylinder sleeve.
Let AB two cylinder piston crank angle difference 30 degrees, cylinder A piston runs in front, cylinder B piston runs in back. The crankshaft runs for 360 degrees, the piston in the cylinder A only makes air inlet and compression strokes in the Atkinson cycle, the piston in the cylinder B is long in stroke, the crankshaft runs for 360 degrees, and the piston B only makes work strokes in the Otto cycle and discharges waste gas.
Setting the piston A as the starting position of the crankshaft at the top dead center; the crankshaft starts rotating from a starting position of 0 DEG to 180 DEG, the piston A reaches a bottom dead center from a top dead center, vacuum is formed in the cylinder sleeve A in the process, the air inlet one-way valve is opened, external air flows to the space in the cylinder sleeve A, the air inlet one-way valve is closed when the piston A reaches the bottom dead center (the valve core is closed under the action of the return spring because the pressure at the two ends of the valve core reaches an equilibrium state), and the external air stops flowing to the space of the cylinder sleeve A, and the process is called the air suction stroke of the piston A.
The crankshaft rotates 30 degrees in the original rotation direction, and when the piston A moves from the crank angle of 180 degrees to the upper dead center to the crank angle of 210 degrees, the piston A starts to compress fresh air. At the same time, the piston B has reached the bottom dead center from 150 ° to 180 ° and the exhaust valve has been forced open by the high-pressure exhaust gas when the piston B has traveled to 135 ° and the high-pressure exhaust gas has also been forced out in large quantities, during which the compressed fresh air in the cylinder a has flushed the exhaust check valve in the cylinder head and started to press fresh air into the cylinder B and the combustion chamber.
The crankshaft is rotated by 45 ° again in the original rotational direction, the piston a starts to run from 210 ° to 255 ° in the crank angle, during which process the piston a presses fresh air into the cylinder B and the combustion chamber and starts to sweep out the exhaust gases in the cylinder B, while the cylinder B piston runs from 180 ° to 225 ° in the crank angle and the piston B sweeps out the wastegate, and this scavenging process is ended.
The crankshaft rotates 105 degrees in the original rotation direction, in the process, the piston A moves from the crankshaft angle of 255 degrees to the crankshaft angle of 360 degrees, the piston A completely presses fresh air into the cylinder B through the exhaust check valve, the in-cylinder pressure in the cylinder A disappears, the exhaust check valve in the cylinder cover automatically closes, and the two-stroke cycle of the piston A is ended when the piston A reaches the top dead center. At the same time, after the exhaust valve in the cylinder B is closed, the piston B starts to compress the fresh air from 225 ° to 330 ° and continues to compress the fresh air to 360 ° of the top dead center crank angle of the piston B.
When the piston B in the cylinder B reaches the ignition advance angle near the top dead center, the fuel injector injects fuel and the spark plug ignites. After the piston B in the cylinder B reaches the top dead center, the working stroke starts and the piston B runs towards the bottom dead center. (this paragraph focuses on the cycle of piston B in cylinder B, assuming that the position of the top dead center of piston B is the starting point 0 °), the high-temperature and high-pressure gas expanding in cylinder B pushes piston B to start the power stroke, and piston B runs from the starting point crank angle 0 ° to the bottom dead center to the crank angle 135 °.
The crankshaft rotates 45 degrees according to the original rotation direction, in the process, the piston B runs from the crank angle of 135 degrees to the crank angle of 180 degrees, the exhaust valve is forced to be pushed away by the high-temperature and high-pressure exhaust gas, and a large amount of high-temperature and high-pressure exhaust gas is discharged from the outlet of the waste gate at the sonic speed, and the process is carried out until the piston B runs to reach the bottom dead center. At the same time, the piston a in the cylinder a runs from 165 ° to 210 ° at the crank angle, at which point the piston a in the cylinder a has already begun to compress fresh air. When the pressure of the compressed fresh air in the cylinder A is larger than the sum of the pressure of the exhaust gas in the cylinder sleeve B and the elastic force of the spring of the exhaust check valve, the fresh air in the cylinder A can flush the exhaust check valve in the cylinder cover, press the fresh air into the cylinder B and the combustion chamber, and assist the cylinder B to sweep out the exhaust gas, and the process needs the crankshaft to rotate 45 degrees according to the original rotation direction, and the piston A is finished after sweeping the waste gate from the crank angle 210 degrees to the crank angle 255 degrees and the piston B from the crank angle 180 degrees to the crank angle 225 degrees.
The crankshaft rotates 105 degrees according to the original rotation direction, in the process, the piston A continues to run from the crankshaft angle 255 degrees to the crankshaft angle 360 degrees from the upper dead center, and the piston A presses fresh air in the cylinder A into the combustion chamber of the cylinder B completely and then closes the exhaust check valve in the cylinder cover. The working cycle of the cylinder a ends thus far. At the same time, the piston B in the cylinder B continues to travel from 225 ° at the crank angle to 330 ° at the top dead center to start the compression stroke.
The crankshaft rotates 30 degrees according to the original rotation direction, the piston B which continues to run towards the top dead center runs from the crank angle 330 degrees to the crank angle 360 degrees, in the process, when the piston B reaches the ignition advance angle near the top dead center, the fuel injector injects fuel and the spark plug ignites, the fuel can be directly compression-ignited when the high compression ratio is adopted, the spark plug is not required to ignite, and the piston B in the cylinder B starts to perform work stroke and runs towards the bottom dead center after reaching the top dead center. This in turn restarts the above two-cylinder two-stroke engine cycle.
Embodiment III:
as shown in fig. 3, 4, 5, 6 and 10, the two-cylinder two-stroke internal combustion engine is cyclically charged and the compression ratio is variable.
The double-cylinder two-stroke engine completes 360 DEG of operation of a working cycle crankshaft, the rotation angle of a piston of a cylinder A is 20 DEG different from that of a piston of a cylinder B, the piston of the cylinder B runs in front, the piston of the cylinder A runs in back, the cylinder diameter of the cylinder A is larger than that of the cylinder B, and the piston stroke of the cylinder A is larger than that of the cylinder B.
In order to make the top dead centers of the piston A and the piston B in the two-cylinder two-stroke internal combustion engine be at the same height, the length of the connecting rod A in the piston connecting rod group A is required to be smaller than the length of the connecting rod B in the piston connecting rod group B, and the top dead centers of the piston A and the piston B are at the same horizontal plane in the running process of the two-cylinder two-stroke internal combustion engine. Thus, the cycle mode of supercharging and variable compression ratio of the double-cylinder two-stroke engine can be realized.
In summary, since the displacement of the cylinder a is larger than that of the cylinder B, the exhaust emission after the cylinder B performs work is relatively large. The both sides of cylinder B are equipped with the exhaust emission mouth, and the open position of exhaust emission mouth is: when the two-cylinder two-stroke internal combustion engine is in the longitudinal direction, the piston B is positioned at the opening of 120-240 DEG of crank angle on two sides of the cylinder B, and the exhaust phase of the exhaust valve of the cylinder B is 120 deg.
The crankshaft runs for 360 degrees, the piston in the cylinder A only performs air inlet and compression pressurization strokes, the piston in the cylinder B is short in stroke, the crankshaft runs for 360 degrees, and the piston B only performs work stroke and exhaust gas in Otto cycle.
Setting the piston A as the starting position of the crankshaft at the top dead center; the crankshaft starts rotating from a starting position of 0 DEG to a crankshaft rotation angle of 180 DEG, the piston A reaches a lower dead point from a top dead point, vacuum is formed in the cylinder sleeve A in the process, the air inlet one-way valve is opened, external air flows into the space in the cylinder sleeve A, the air inlet one-way valve is closed when the piston A reaches the lower dead point (the valve core is closed under the action of the return spring because the pressure at the two ends of the valve core reaches an equilibrium state), and the external air stops flowing into the space of the cylinder sleeve A, and the process is called the air suction stroke of the piston A. Simultaneously with this process, the piston B has been operated from 20 ° to 200 ° in crank angle, and the exhaust valve in the cylinder B begins to be forced open by the high-pressure exhaust gas at 120 ° in crank angle of the piston B, at which time the high-pressure exhaust gas has been forced out at a great deal of sound velocity.
When the crankshaft rotates 40 degrees in the original rotation direction and the piston A moves from the crank angle of 180 degrees to the upper dead center to the crank angle of 220 degrees, the piston A starts to compress fresh air, the compressed fresh air in the cylinder A washes an exhaust check valve in the cylinder cover, presses fresh air into the cylinder B and the combustion chamber, and helps the cylinder B start to sweep out waste gas, and the process ends after the piston A moves from the crank angle of 220 degrees to the crank angle of 240 degrees and the piston B sweeps out the waste gate.
The main process of variable compression ratio is as follows:
the crankshaft rotates 120 degrees in the original rotation direction, when the piston A moves from the crank angle 220 degrees to the upper dead center to the crank angle 340 degrees, and part of fresh air is pressed into the cylinder B by the piston A, and simultaneously, the piston B compresses part of fresh air and residual waste gas to reach the upper dead center 360 degrees from the crank angle 240 degrees, after the piston B reaches the upper dead center, a first compression ratio is formed in the cylinder B, and the set first compression ratio can meet the condition that the combustion of low-grade fuel is in a proper range (such as 92# gasoline), and the fuel injector starts to inject the low-grade (92 # fuel. The compression ratio in the cylinder B at this time is: cylinder a volume ++ (cylinder a piston crankshaft volume at top of piston a + combustion chamber volume when running 340 °) =first compression ratio: can be satisfied within a proper range for combusting low grade gasoline (92#).
The crankshaft rotates by 20 degrees according to the original rotation direction, when the piston A runs from 340 degrees to 360 degrees of the top dead center crank angle, the piston A presses fresh air into the cylinder B completely, meanwhile, the exhaust check valve in the cylinder A is closed, and the two-stroke cycle of the piston A is ended. In this process, the piston B runs from the crank angle 0 ° to the bottom dead center to the crank angle 20 °, and since the piston a has now pressed all the fresh air in the cylinder a having a larger volume into the cylinder B having a smaller volume, the in-cylinder pressure in the cylinder B rises sharply and reaches the highest compression ratio. At the moment, the ignition of the spark plug or the adoption of a compression ignition mode enables the fuel to start burning action, and the high-temperature and high-pressure gas in the cylinder B can enable the fuel to complete burning in a relatively short time, so that relatively large explosion energy is released, and relatively large torque is output.
This process is because the piston stroke of the cylinder a is longer than that of the cylinder B and the bore of the cylinder a is also greater than that of the cylinder B, so that the cylinder volume of the cylinder a in the crank angle range of 340 deg. -360 deg., the cylinder volume of the cylinder B in the crank angle range of 0 deg. -20 deg., is much greater, thereby forming the highest compression ratio. The compression ratio at this time is: cylinder a volume ++ (cylinder B piston crankshaft volume at piston B top when running to 20 ° +combustion chamber volume) =highest compression ratio. The highest compression ratio is that the working stroke is started when the crank angle of the piston B is 20 degrees, fuel oil can be detonated, and the working stroke of the piston B has the following advantages: (1) because piston B has begun to run toward bottom dead center, the high compression ratio at this time does not produce knocking in cylinder B, (2) the two-cylinder two-stroke internal combustion engine can use low grade fuel under the high compression ratio condition, and (3) the crankshaft can produce greater engine torque.
The crankshaft rotates by a crank angle of 100 degrees according to the original rotation direction, and the high-temperature and high-pressure gas expanded in the cylinder B starts to push the piston B to run from the crank angle of 20 degrees to the bottom dead center to the crank angle of 120 degrees to start a working stroke.
The crank shaft rotates by 60 degrees according to the original rotation direction, the piston B forcedly pushes the exhaust valve open by high-pressure exhaust gas in the process of reaching 180 degrees from 120 degrees to the bottom dead center by the crank shaft, a large amount of high-temperature and high-pressure exhaust gas is discharged from the outlet of the waste gate at the sound speed, and the process is carried out until the piston B reaches the bottom dead center and rotates to 200 degrees from the top dead center again, at the moment, the piston A reaches the bottom dead center and starts to run to the top dead center, and the piston A starts to compress fresh air. The compressed fresh air in the cylinder A breaks the exhaust check valve in the cylinder cover, presses fresh air into the cylinder B and the combustion chamber, and helps the cylinder B sweep out exhaust gas, and the process is finished after the piston B sweeps out the exhaust gas exhaust valve when the process is operated until the crank angle of the piston A is 220 degrees and the crank angle of the cylinder B is 240 degrees.
The crankshaft rotates the crank angle 120 degrees according to the original rotation direction, the piston A continues to move from the crank angle 220 degrees to the upper dead point to the crank angle 340 degrees, fresh air in the cylinder A is pressed into the combustion chamber of the cylinder B, meanwhile, the piston B compresses the fresh air, and the fresh air continues to move from the crank angle 240 degrees to the upper dead point to the crank angle 360 degrees and reaches the upper dead point, and the first compression ratio starts to be formed. The above two-cylinder two-stroke engine cycle is restarted.
The above description is only an example of the present application and is not intended to limit the scope of the present application, and various modifications and variations will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (9)
1. A two-cylinder two-stroke internal combustion engine comprises a cylinder body, a cylinder cover, a piston connecting rod group and a crankshaft, and is characterized in that: setting one set to a plurality of sets of working systems, wherein each set of working system comprises: a cylinder sleeve A and a cylinder sleeve B which are arranged in the cylinder body, a piston connecting rod group A matched with the cylinder sleeve A, and a piston connecting rod group B matched with the cylinder sleeve B; the piston A of the piston connecting rod group A is positioned in the cylinder sleeve A, and the piston B of the piston connecting rod group B is positioned in the cylinder sleeve B; piston rings are respectively arranged on the piston A and the piston B; one end of a connecting rod A of the piston connecting rod group A is in dynamic connection with a piston pin of a piston A of the piston connecting rod group A, and the other end of the connecting rod A of the piston connecting rod group A is in dynamic connection with a corresponding connecting rod journal of a crankshaft; one end of a connecting rod B of the piston connecting rod group B is in dynamic connection with a piston pin of a piston B of the piston connecting rod group B, and the other end of the connecting rod B of the piston connecting rod group B is in dynamic connection with a corresponding connecting rod journal of a crankshaft; the cylinder head is mounted on the cylinder block and the contact surface of the cylinder head and the cylinder block can be sealed, or the cylinder head is mounted on the cylinder block and a cylinder gasket is arranged between the cylinder head and the cylinder block;
an air inlet for supplying air from the outside to the space in the cylinder sleeve A is arranged in the cylinder cover, and an air inlet one-way valve is arranged at the air inlet; the bottom surface of the cylinder cover is provided with a combustion chamber, a spark plug and an oil sprayer; the combustion chamber is communicated with the space in the cylinder sleeve B; an exhaust port which is communicated with the space in the cylinder sleeve A and the combustion chamber is arranged in the cylinder cover; an exhaust one-way valve is arranged at the exhaust port;
if the piston A reaches the top dead center first, the crankshaft rotates an angle alpha according to the original rotation direction, and then the piston B reaches the top dead center, wherein alpha is more than 0 degrees and less than or equal to 150 degrees.
2. A two-cylinder two-stroke internal combustion engine comprises a cylinder body, a cylinder cover, a piston connecting rod group and a crankshaft, and is characterized in that: setting one set to a plurality of sets of working systems, wherein each set of working system comprises: a cylinder sleeve A and a cylinder sleeve B which are arranged in the cylinder body, a piston connecting rod group A matched with the cylinder sleeve A, and a piston connecting rod group B matched with the cylinder sleeve B; the piston A of the piston connecting rod group A is positioned in the cylinder sleeve A, and the piston B of the piston connecting rod group B is positioned in the cylinder sleeve B; piston rings are respectively arranged on the piston A and the piston B; one end of a connecting rod A of the piston connecting rod group A is in dynamic connection with a piston pin of a piston A of the piston connecting rod group A, and the other end of the connecting rod A of the piston connecting rod group A is in dynamic connection with a corresponding connecting rod journal of a crankshaft; one end of a connecting rod B of the piston connecting rod group B is in dynamic connection with a piston pin of a piston B of the piston connecting rod group B, and the other end of the connecting rod B of the piston connecting rod group B is in dynamic connection with a corresponding connecting rod journal of a crankshaft; the cylinder head is mounted on the cylinder block and the contact surface of the cylinder head and the cylinder block can be sealed, or the cylinder head is mounted on the cylinder block and a cylinder gasket is arranged between the cylinder head and the cylinder block;
an air inlet for supplying air from the outside to the space in the cylinder sleeve A is arranged in the cylinder cover, and an air inlet one-way valve is arranged at the air inlet; the bottom surface of the cylinder cover is provided with a combustion chamber and an oil sprayer; the combustion chamber is communicated with the space in the cylinder sleeve B; an exhaust port which is communicated with the space in the cylinder sleeve A and the combustion chamber is arranged in the cylinder cover; an exhaust one-way valve is arranged at the exhaust port;
if the piston A reaches the top dead center first, the crankshaft rotates an angle alpha according to the original rotation direction, then the piston B reaches the top dead center, alpha is more than or equal to 0 degrees and less than or equal to 150 degrees, and if the piston B reaches the top dead center first, then the crankshaft rotates an angle beta according to the original rotation direction, then the piston A reaches the top dead center, and beta is more than 0 degrees and less than or equal to 45 degrees.
3. A two-cylinder two-stroke internal combustion engine according to claim 1 or 2, characterized in that: the both sides of cylinder B are equipped with the exhaust emission mouth, and the open position of exhaust emission mouth is: when the two-cylinder two-stroke internal combustion engine is longitudinally arranged, holes are formed in the cylinder wall at two sides of the bottom dead center of a piston B in a cylinder B for doing work, the gas distribution phase of an exhaust gas discharge port is less than or equal to 150 degrees, and the cambered surface of an exhaust gas outlet valve in the exhaust gas discharge port in the cylinder B is matched with the cambered surface of a cylinder sleeve.
4. A two-cylinder two-stroke internal combustion engine according to claim 1 or 2, characterized in that: the exhaust amount of the cylinder liner a is smaller than or equal to the exhaust amount of the cylinder liner B.
5. A two-cylinder two-stroke internal combustion engine according to claim 1 or 2, characterized in that: the exhaust amount of the cylinder liner a is greater than the exhaust amount of the cylinder liner B.
6. A two-cylinder two-stroke internal combustion engine according to claim 1 or 2, characterized in that: the stroke of the piston A is smaller than or equal to that of the piston B.
7. A two-cylinder two-stroke internal combustion engine according to claim 1 or 2, characterized in that: the stroke of the piston A is larger than that of the piston B.
8. A two-cylinder two-stroke internal combustion engine according to claim 1 or 2, characterized in that: the cylinder diameter of the cylinder A is smaller than or equal to the cylinder diameter of the cylinder B.
9. A two-cylinder two-stroke internal combustion engine according to claim 1 or 2, characterized in that: the diameter of the cylinder A is larger than that of the cylinder B.
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| CN202311083565.6A CN117231350A (en) | 2023-08-28 | 2023-08-28 | Double-cylinder two-stroke internal combustion engine |
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| CN202311083565.6A CN117231350A (en) | 2023-08-28 | 2023-08-28 | Double-cylinder two-stroke internal combustion engine |
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