CA1099603A - Multi-cylinder reciprocating-piston engine - Google Patents
Multi-cylinder reciprocating-piston engineInfo
- Publication number
- CA1099603A CA1099603A CA286,795A CA286795A CA1099603A CA 1099603 A CA1099603 A CA 1099603A CA 286795 A CA286795 A CA 286795A CA 1099603 A CA1099603 A CA 1099603A
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- CA
- Canada
- Prior art keywords
- engine according
- casing
- crankshaft
- bearings
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A multi-cylinder, in-line, reciprocating-piston, internal combustion engine have a crankshaft with a Z-shaped crankpin upon which a universal joint having a hollow shaft is mounted rotatably, the said joint having journals arranged dia-metrically at right angles to the axis of rotation, to which journals the other part of the joint is articulated, this part being mounted in the housing at right angles to the said jour-nals and being connected to, and secured against rotation in relation to, a double rocker, to which pistons are hinged by means of connecting rods, the part of the universal joint mounted in the housing surrounding the journal in the form of a box or dish, and being mounted diametrically of the crank shaft, each journal comprising two diametrically arranged dou-ble rockers having two pistons each.
A multi-cylinder, in-line, reciprocating-piston, internal combustion engine have a crankshaft with a Z-shaped crankpin upon which a universal joint having a hollow shaft is mounted rotatably, the said joint having journals arranged dia-metrically at right angles to the axis of rotation, to which journals the other part of the joint is articulated, this part being mounted in the housing at right angles to the said jour-nals and being connected to, and secured against rotation in relation to, a double rocker, to which pistons are hinged by means of connecting rods, the part of the universal joint mounted in the housing surrounding the journal in the form of a box or dish, and being mounted diametrically of the crank shaft, each journal comprising two diametrically arranged dou-ble rockers having two pistons each.
Description
10996~i3 The invention relates to a multi-cylinder, in-line, reciprocating-piston, internal combustion engine having a crank-shaft with a Z-shaped crankpin upon which a universal joint having a hollow shaft is rotatably mounted.
A reciprocating-piston internal combustion engine of this kind is known (see "Der Motorwagen" 1927, page 692, Fig. 15).
In this known engine, a rocker with two pistons is associated with each crankpin laterally of the crankshaft. Although the engine obtained with this complex mechanism is lower than conventional engines, it is also wider. Moreover, the inertial forces produced by the pistons, connecting-rods and rockers, which counteract the gas forces, are absorbed by the universal joint in the housing, and are transferred by the universal joint to the crankshaft. As a result, the load is applied to all of the crankshaft bearings.
The present invention proposes to provide a compact reciprocating-piston internal combustion engine, using proven components of conventional piston engines, in which the crank-shaft is required to absorb only the effective and alternating torque of the engine and minor centrifugal forces produced by the crosshead of the hollow shaft.
According to the invention, this is achieved, in the case of a multi-cylinder, in-line, reciprocating-piston, internal combustion engine having a crankshaft with a Z-shaped crank-pin upon which a universal joint having a hollow shaft is rota-tably mounted. The universal joint has journals arranged dia-metrically at right angles to the axis of rotation, to which journals the other part of the joint is articulated, this part being mounted in the housing at right angles to the journals and being connected to, and secured against rotation in relation to, a double rocker to which pistons are hinged by means of connect-ing rods. The part of the universal joint mounted in the housing surrounds the journal in the form of a box or dish, and is mo~nted diametrically of the crankshaft, each journal comprising - 1 - ~
10996(33 diametrically arranged double rockers having two pistons each.
In accordance with one aspect of the present inven-ti~n, there is provided a multi-cylinder reciprocating-piston int:ernal combustion engine having parallel rows of in-line cylinders, comprising a casing containing a crankshaft with a Z-~haped crank, one part of a universal coupling with a hollow shaft carried on the crank, the said one part having bearing pins which are disposed diametrically in relation to the axis of rotation of the crankshaft, the other part of the universal coupling being mounted on the bearing pins and supported in bearings in the casing, the said other part being connected to two double-ended rocking levers, and pistons carried on connecting rods connected to the ends of the rocXing levers, in which the said other part of the uni~ersal coupling surrounds the crank in the manner of a box or ~hell, and is mounted diametrically in relation to the crankshaft.
In it~ simplest form, that of a four-cylinder design, the configuration according to the present invention produces an almost cube-~haped engine in which optimal use is made of the space, with respect to width, length and height. Ignition intervals are equally spaced. Furthermore, the rocker may be designed quite simply in rigid relationship to the dish-shaped portion of the universal joint. Forces producing no effective torque at the crankshaft are absorbed directly by the diametri-cally arranged bearings in the housing. These forces are easily supported by radial bearings of conventional design. The crankshaft itself transfers only effective torque, has greater torsional rigidity due to its short length, and may therefore be smaller. Another advantage is that only radial forces act at all bearing locations, and these are easier to ~upport than axial forces.
According to one embodiment of the invention, the universal-joint bearings in the housing are adjustable in the direction of movement of the pistons. Moreover, the universal joint has 80 much axial play in its bearings that the axial movements arising when the bearings in the housing are adjusted lie within the predetermined play.
Adjusting the bearing locations makes it possible to alter the compression ratio, since the dead areas in the opera-ting cylinders are thus enlarged or reduced. Since-the bearing locations in the housing are easily accessible, it is not very difficult to provide means of adjusting them. Internal bear-ings, such as the mountings of the hollow shaft upon the jour-nal, are not affected, since they automatically adapt to the changed operating conditions by virtue of their axial play.
Deviationq from the theoretically ideal position, in which the axes of the universal joint, arranged at right angles to each -- 10996~3 other, and the axis of the crankshaft intersect at a point, are compensated for by an axial rocking movement in the universal-joint bearing locations, e.g. of the hollow shaft on the crank-pin, the magnitude of the axial rocking movements being depend-~nt upon the magnitude of the deviation. In the case of an effective change in compression ratio, these axial rocking move-ments are of a structurally acceptable order of magnitude, so that there is no difficulty in providing adequate axial bearing play. Movements brought about by production tolerances are also absorbed by the axial play.
It is often desirable to alter the compression ratio in order that engine performance may be better adapted to require ments. For instance, it is possible to operate heavily loaded internal combustion engines which, at full load, have equal peak pressures and engine loads over the whole load-range, and which achieve good starting performance if the compression ratio is raised during the start and run-up phase. If the starting per-formance is to be improved, it should be possible to run the engine up to an optimal starting r.p.m. at a very low compression ratio, and then to change over to the higher starting ratio.
This has the effect of a decompression unit.
In a further embodiment of the invention, it is pro-posed that the crankshaft and/or the universal joint enter partly into lateral recesses in the rocker when the piston is at half-stroke. This makes it possible to reduce the width of the engine.
Moreover, there are short distances between the points of attack of the forces and the bearing ~ocations, so that the torque to be transferred by the components can be kept low.
According to another embodiment of the invention, and for the purpose of simplifying the adjustment of the compression ratio, it is proposed to mount the universal joint in the housing in two eccentric sleeves rotating in opposite directions. If 1~996~3 the bearing in the inner eccentric sleeve is secured to the housing so that it does not rotate therein, then, when the engine is under load, the same torque is produced in both eccentrics, each torque cancelling the other out in counter-rotation. With the retaining forces thus eliminated, only frictional torque has to be overcome in the adjusting mechan-ism in making any desired adjustment. Another way of effecting this adjustment is to adjust the housing bearings of the univer-sal joint by means of a cam which can be locked in position.
Still another embodiment of the invention discloses hydraulic or pneumatic means of adjustment, in which case the housing bearings of the universal joint are adjusted by spring-loaded pistons actuated hydraulically or pneumatically. These sprlngs may also be arranged in such a manner that, in addition to returning the pistons, they serve to limit the m~ximal ig-nition pressure, in which case the springs are preferably adjust-abb. It is, of course, also possible to make use of other adjusting or control means, for instance mechanically, hydraul-ically or electrically-actuated levers or articulating systems, slides having cams or ke~ways, spiral gearing, or direct-acting cylinders, as long as they permit synchronized adjustment of co-operating bearing locations.
According to another embodiment of the invention, the housing bearings may be adjusted by a control device and adjust-ing elements, whereby the bearings are adjusted as a function of critical engine operating parameters, e. g. a critical component temperature, exhaust-gas temperature, ignition pressure, r.p.m., load, suction pressure, intake pressure, etc.
The internal combustion engine according to the in-vention has inertial forces produced by the pistons, connecting-rods and rockers, and the~e forces, combined by the rockers, jointly counteract the gas forces, so that the load on the uni-versal joint is only that produced by the effective and alternat-10996~3 ing torque. According to the invention, all of the inertial forces are preferably compensated for by two counterweights on the crankshaft co-operating with two compensating weights rotating in opposite directions, thus eliminating any free inertial forces. E~uivalent to the rotating counterweights are swinging weights arranged on or in the internal combustion engine.
In drawings which illustrate embodiments of the present invention:
Figure 1 is a partial, vertical, longitudinal section through a row of cylinders of an internal combustion engine according to the present invention;
Figure 2 is a cross-section through two opposing rows of cylinders of an internal combustion engine according to the present invention' Figure 3 is a horizontal longitudinal section on a level with the crankshaft axis:
Figure 4 is a vertical longitudinal section through the crankshaft axis:
Figure 5 is a diagrammatic representation of an arrangement of counterweights and compensating weights and of a pressure-actuated adjusting device, and Figure 6 is a design similar to that of in Figure 5, but with an adjusting device in the form of a cam.
As seen in Figures 1 to 4, arranged in an engine housing 1 are cylinders 2 in which pistons 3 are axially displaceable.
The ends of cylinders 2 are closed off by cylinder heads 4 con-taining conventional gas-exchange ducts and control elements, not shown in detail in the drawings. The bottom of the engine is closed off by means of a lubricating-oil sump 5.
The pistons 3 are connected by means of gudgeon-pins 6 and connecting-rods 7 to a double rocker 19 made integral with outer part 8 of a universal joint, The outer part 8 is , ,, pivotably mounted in housing 1 in adjustable bearings 9.
The bearings 9 are in the form of two eccentric sleeves 10, 11 adapted to rotate in opposite directions. Cranks 12 are linked to the ends o~ the sleeves 10, 11 and are used for synchronous adjustment of the sleeves. The cranks 12 are actuated by means of a hand-crank 13 mounted on the housing 1. The hand-crank 13 may, of course, be replaced by adjusting elements of an automatic control device. Synchronous rotation of eccentric sleeves 9, 10 adjusts bearings 9 in the direction of movement of pistons 3.
Mounted in outer part 8 of the universal joint by means of journals 15 is inner part 14 thereof, the axes of the journals 15 being at right angles to the axes of bearings 9. Inner part 14 of the universal joint also has a hollow shaft 16 running at right angles to the axis of journals 15, the shaft 16 being mounted upon a Z-shaped crankpin 17 of a crankshaft 18 mounted in housing 1. The hollow shaft 16 has so much axial play that, when bearings 9 are adjusted in the direction of travel of pis-tons 3, it can move freely upon crankpin 17 within the adjustment travel, without impinging upon cheeks 20 of crankshaft 18.
As may be gathered from Figure 2, outer part 8 of the universal joint, which is connected to double rockers 19, surrounds crankpin 17 in the manner of a box, the outer part 8 being a very strong and rigid component which can therefore absorb large for-ces. Double rockers 19 have lateral recesses 21 into which uni-versal joint 8 enters when piston 3 is at half-stroke. Recesses 21 make it possible to locate the rows of cylinders and the force-attack-points as close as possible to each other, thus producing a light and compact structure.
Instead of adjusting bearings 9 by means of eccentric sleeves 10, 11, it is also possible, as seen in Figure 5, to use hydraulically or pneumatically actuated pistons 22 having piston-rods 23 engaging bearings 9 and running axially in cylinders 24.
The piston crowns are spring-loaded, springs 25 adjusting bear-ings 9 in the direction of maximum compression ratio. With no assistance from any pressure medium, springs 25 also serve to limit the ignition pressure, the maximum ignition pressure being predetermined by the stiffness of the springs 25. In this case, it is desirable to dampen the movement of piston 22, for instance, by means of a choke. If a pressure medium is used to actuate piston 22, it is possible to establish a fixed compression ratio which can be optimally adapted to operating conditions.
As seen in Figures 6, bearings 9 may also be adjusted by means of a tappet 26 and a cam which can be locked in posi-tion.
In Figure 5, inertial forces are equalized by counter-weights 28 arranged upon the crankshaft and co-operating with counter-rotating compensating weights 29. Weights 29 are secured to a shaft 30 which is mounted in housing 1 between the rows of cylinders and is driven from crankshaft 18 by gears 31, 32 in the opposite direction of rotation. Also secured to one end of the crankshaft 18 is a flywheel 33.
A reciprocating-piston internal combustion engine of this kind is known (see "Der Motorwagen" 1927, page 692, Fig. 15).
In this known engine, a rocker with two pistons is associated with each crankpin laterally of the crankshaft. Although the engine obtained with this complex mechanism is lower than conventional engines, it is also wider. Moreover, the inertial forces produced by the pistons, connecting-rods and rockers, which counteract the gas forces, are absorbed by the universal joint in the housing, and are transferred by the universal joint to the crankshaft. As a result, the load is applied to all of the crankshaft bearings.
The present invention proposes to provide a compact reciprocating-piston internal combustion engine, using proven components of conventional piston engines, in which the crank-shaft is required to absorb only the effective and alternating torque of the engine and minor centrifugal forces produced by the crosshead of the hollow shaft.
According to the invention, this is achieved, in the case of a multi-cylinder, in-line, reciprocating-piston, internal combustion engine having a crankshaft with a Z-shaped crank-pin upon which a universal joint having a hollow shaft is rota-tably mounted. The universal joint has journals arranged dia-metrically at right angles to the axis of rotation, to which journals the other part of the joint is articulated, this part being mounted in the housing at right angles to the journals and being connected to, and secured against rotation in relation to, a double rocker to which pistons are hinged by means of connect-ing rods. The part of the universal joint mounted in the housing surrounds the journal in the form of a box or dish, and is mo~nted diametrically of the crankshaft, each journal comprising - 1 - ~
10996(33 diametrically arranged double rockers having two pistons each.
In accordance with one aspect of the present inven-ti~n, there is provided a multi-cylinder reciprocating-piston int:ernal combustion engine having parallel rows of in-line cylinders, comprising a casing containing a crankshaft with a Z-~haped crank, one part of a universal coupling with a hollow shaft carried on the crank, the said one part having bearing pins which are disposed diametrically in relation to the axis of rotation of the crankshaft, the other part of the universal coupling being mounted on the bearing pins and supported in bearings in the casing, the said other part being connected to two double-ended rocking levers, and pistons carried on connecting rods connected to the ends of the rocXing levers, in which the said other part of the uni~ersal coupling surrounds the crank in the manner of a box or ~hell, and is mounted diametrically in relation to the crankshaft.
In it~ simplest form, that of a four-cylinder design, the configuration according to the present invention produces an almost cube-~haped engine in which optimal use is made of the space, with respect to width, length and height. Ignition intervals are equally spaced. Furthermore, the rocker may be designed quite simply in rigid relationship to the dish-shaped portion of the universal joint. Forces producing no effective torque at the crankshaft are absorbed directly by the diametri-cally arranged bearings in the housing. These forces are easily supported by radial bearings of conventional design. The crankshaft itself transfers only effective torque, has greater torsional rigidity due to its short length, and may therefore be smaller. Another advantage is that only radial forces act at all bearing locations, and these are easier to ~upport than axial forces.
According to one embodiment of the invention, the universal-joint bearings in the housing are adjustable in the direction of movement of the pistons. Moreover, the universal joint has 80 much axial play in its bearings that the axial movements arising when the bearings in the housing are adjusted lie within the predetermined play.
Adjusting the bearing locations makes it possible to alter the compression ratio, since the dead areas in the opera-ting cylinders are thus enlarged or reduced. Since-the bearing locations in the housing are easily accessible, it is not very difficult to provide means of adjusting them. Internal bear-ings, such as the mountings of the hollow shaft upon the jour-nal, are not affected, since they automatically adapt to the changed operating conditions by virtue of their axial play.
Deviationq from the theoretically ideal position, in which the axes of the universal joint, arranged at right angles to each -- 10996~3 other, and the axis of the crankshaft intersect at a point, are compensated for by an axial rocking movement in the universal-joint bearing locations, e.g. of the hollow shaft on the crank-pin, the magnitude of the axial rocking movements being depend-~nt upon the magnitude of the deviation. In the case of an effective change in compression ratio, these axial rocking move-ments are of a structurally acceptable order of magnitude, so that there is no difficulty in providing adequate axial bearing play. Movements brought about by production tolerances are also absorbed by the axial play.
It is often desirable to alter the compression ratio in order that engine performance may be better adapted to require ments. For instance, it is possible to operate heavily loaded internal combustion engines which, at full load, have equal peak pressures and engine loads over the whole load-range, and which achieve good starting performance if the compression ratio is raised during the start and run-up phase. If the starting per-formance is to be improved, it should be possible to run the engine up to an optimal starting r.p.m. at a very low compression ratio, and then to change over to the higher starting ratio.
This has the effect of a decompression unit.
In a further embodiment of the invention, it is pro-posed that the crankshaft and/or the universal joint enter partly into lateral recesses in the rocker when the piston is at half-stroke. This makes it possible to reduce the width of the engine.
Moreover, there are short distances between the points of attack of the forces and the bearing ~ocations, so that the torque to be transferred by the components can be kept low.
According to another embodiment of the invention, and for the purpose of simplifying the adjustment of the compression ratio, it is proposed to mount the universal joint in the housing in two eccentric sleeves rotating in opposite directions. If 1~996~3 the bearing in the inner eccentric sleeve is secured to the housing so that it does not rotate therein, then, when the engine is under load, the same torque is produced in both eccentrics, each torque cancelling the other out in counter-rotation. With the retaining forces thus eliminated, only frictional torque has to be overcome in the adjusting mechan-ism in making any desired adjustment. Another way of effecting this adjustment is to adjust the housing bearings of the univer-sal joint by means of a cam which can be locked in position.
Still another embodiment of the invention discloses hydraulic or pneumatic means of adjustment, in which case the housing bearings of the universal joint are adjusted by spring-loaded pistons actuated hydraulically or pneumatically. These sprlngs may also be arranged in such a manner that, in addition to returning the pistons, they serve to limit the m~ximal ig-nition pressure, in which case the springs are preferably adjust-abb. It is, of course, also possible to make use of other adjusting or control means, for instance mechanically, hydraul-ically or electrically-actuated levers or articulating systems, slides having cams or ke~ways, spiral gearing, or direct-acting cylinders, as long as they permit synchronized adjustment of co-operating bearing locations.
According to another embodiment of the invention, the housing bearings may be adjusted by a control device and adjust-ing elements, whereby the bearings are adjusted as a function of critical engine operating parameters, e. g. a critical component temperature, exhaust-gas temperature, ignition pressure, r.p.m., load, suction pressure, intake pressure, etc.
The internal combustion engine according to the in-vention has inertial forces produced by the pistons, connecting-rods and rockers, and the~e forces, combined by the rockers, jointly counteract the gas forces, so that the load on the uni-versal joint is only that produced by the effective and alternat-10996~3 ing torque. According to the invention, all of the inertial forces are preferably compensated for by two counterweights on the crankshaft co-operating with two compensating weights rotating in opposite directions, thus eliminating any free inertial forces. E~uivalent to the rotating counterweights are swinging weights arranged on or in the internal combustion engine.
In drawings which illustrate embodiments of the present invention:
Figure 1 is a partial, vertical, longitudinal section through a row of cylinders of an internal combustion engine according to the present invention;
Figure 2 is a cross-section through two opposing rows of cylinders of an internal combustion engine according to the present invention' Figure 3 is a horizontal longitudinal section on a level with the crankshaft axis:
Figure 4 is a vertical longitudinal section through the crankshaft axis:
Figure 5 is a diagrammatic representation of an arrangement of counterweights and compensating weights and of a pressure-actuated adjusting device, and Figure 6 is a design similar to that of in Figure 5, but with an adjusting device in the form of a cam.
As seen in Figures 1 to 4, arranged in an engine housing 1 are cylinders 2 in which pistons 3 are axially displaceable.
The ends of cylinders 2 are closed off by cylinder heads 4 con-taining conventional gas-exchange ducts and control elements, not shown in detail in the drawings. The bottom of the engine is closed off by means of a lubricating-oil sump 5.
The pistons 3 are connected by means of gudgeon-pins 6 and connecting-rods 7 to a double rocker 19 made integral with outer part 8 of a universal joint, The outer part 8 is , ,, pivotably mounted in housing 1 in adjustable bearings 9.
The bearings 9 are in the form of two eccentric sleeves 10, 11 adapted to rotate in opposite directions. Cranks 12 are linked to the ends o~ the sleeves 10, 11 and are used for synchronous adjustment of the sleeves. The cranks 12 are actuated by means of a hand-crank 13 mounted on the housing 1. The hand-crank 13 may, of course, be replaced by adjusting elements of an automatic control device. Synchronous rotation of eccentric sleeves 9, 10 adjusts bearings 9 in the direction of movement of pistons 3.
Mounted in outer part 8 of the universal joint by means of journals 15 is inner part 14 thereof, the axes of the journals 15 being at right angles to the axes of bearings 9. Inner part 14 of the universal joint also has a hollow shaft 16 running at right angles to the axis of journals 15, the shaft 16 being mounted upon a Z-shaped crankpin 17 of a crankshaft 18 mounted in housing 1. The hollow shaft 16 has so much axial play that, when bearings 9 are adjusted in the direction of travel of pis-tons 3, it can move freely upon crankpin 17 within the adjustment travel, without impinging upon cheeks 20 of crankshaft 18.
As may be gathered from Figure 2, outer part 8 of the universal joint, which is connected to double rockers 19, surrounds crankpin 17 in the manner of a box, the outer part 8 being a very strong and rigid component which can therefore absorb large for-ces. Double rockers 19 have lateral recesses 21 into which uni-versal joint 8 enters when piston 3 is at half-stroke. Recesses 21 make it possible to locate the rows of cylinders and the force-attack-points as close as possible to each other, thus producing a light and compact structure.
Instead of adjusting bearings 9 by means of eccentric sleeves 10, 11, it is also possible, as seen in Figure 5, to use hydraulically or pneumatically actuated pistons 22 having piston-rods 23 engaging bearings 9 and running axially in cylinders 24.
The piston crowns are spring-loaded, springs 25 adjusting bear-ings 9 in the direction of maximum compression ratio. With no assistance from any pressure medium, springs 25 also serve to limit the ignition pressure, the maximum ignition pressure being predetermined by the stiffness of the springs 25. In this case, it is desirable to dampen the movement of piston 22, for instance, by means of a choke. If a pressure medium is used to actuate piston 22, it is possible to establish a fixed compression ratio which can be optimally adapted to operating conditions.
As seen in Figures 6, bearings 9 may also be adjusted by means of a tappet 26 and a cam which can be locked in posi-tion.
In Figure 5, inertial forces are equalized by counter-weights 28 arranged upon the crankshaft and co-operating with counter-rotating compensating weights 29. Weights 29 are secured to a shaft 30 which is mounted in housing 1 between the rows of cylinders and is driven from crankshaft 18 by gears 31, 32 in the opposite direction of rotation. Also secured to one end of the crankshaft 18 is a flywheel 33.
Claims (11)
1. A multi-cylinder reciprocating-piston internal combustion engine having parallel rows of in-line cylinders, comprising a casing containing a crankshaft with a Z-shaped crank, one part of a universal coupling with a hollow shaft carried on the crank, the said one part having bearing pins which are disposed diametrically in relation to the axis of rotation of the crankshaft, the other part of the universal coupling being mounted on the bearing pins and supported in bearings in the casing, the said other part being connected to two double-ended rocking levers, and pistons carried on connecting rods connected to the ends of the rocking levers, in which the said other part of the universal coupling surrounds the crank in the manner of a box or shell, and is mounted diametrically in relation to the crankshaft.
2. An engine according to claim 1, in which the bearings in the casing for the said other part of the uni-versal coupling are displaceable in the direction of piston movement, and the said one part of the universal coupling has sufficient axial clearance on the crank to accommodate the relative axial movement occurring upon axial displacement of the bearings in the casing.
3. An engine according to claim 1, in which the uni-versal coupling enters lateral recesses in the rocking levers at the mid point of the stroke of the pistons.
4. An engine according to claim 2, in which the uni-versal coupling is mounted at the casing side in two eccen-tric sleeves which are rotatable in opposite directions.
5. An engine according to claim 2, in which the casing-end bearings of the universal coupling are adjustable by means of a spring-loaded hydraulically or pneumatically operated working piston.
6. An engine according to claim 2, in which the casing-end bearings of the universal coupling are displaceable by means of a cam which can be locked in position.
7. An engine according to claim 2, comprising regulat-ing means and adjusting members whereby the casing-end bearings of the universal coupling can be displaced in dependence upon selected operating characteristics of the engine.
8. An engine according to claim 7, in which the regulat-ing means changes the compression ratio to that required for starting when the engine is operated at the speed.
9. An engine according to claim 1, comprising two counterweights on the crankshaft co-operating with two com-pensating weights rotating in opposite directions, for the purpose of offsetting inertial forces and moments of inertia.
10. An engine according to claim 9, in which the com-pensating weights are mounted on a shaft located between the rows of cylinders.
11. An engine according to claim 1, comprising swing-ing weights for offsetting the forces due to the reciprocating masses.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA286,795A CA1099603A (en) | 1977-09-15 | 1977-09-15 | Multi-cylinder reciprocating-piston engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA286,795A CA1099603A (en) | 1977-09-15 | 1977-09-15 | Multi-cylinder reciprocating-piston engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1099603A true CA1099603A (en) | 1981-04-21 |
Family
ID=4109538
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA286,795A Expired CA1099603A (en) | 1977-09-15 | 1977-09-15 | Multi-cylinder reciprocating-piston engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1099603A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1994029574A1 (en) * | 1993-06-03 | 1994-12-22 | John Brengle Taylor | Piston machine with differential or variable stroke |
-
1977
- 1977-09-15 CA CA286,795A patent/CA1099603A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1994029574A1 (en) * | 1993-06-03 | 1994-12-22 | John Brengle Taylor | Piston machine with differential or variable stroke |
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| MKEX | Expiry |