JP2007120429A - Internal combustion engine and compressor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase effect canceling inertia force generated by motion of a piston, a connecting rod, and a crankshaft. <P>SOLUTION: A pair of sub-cylinders 14-1, 14-2 are oppositely arranged and a main cylinder 12 is arranged therebetween in a direction in parallel with a rotation center axis of the crankshaft 20. The distance y1 between a center axis of the sub-cylinder 14-1 and a center axis of the main cylinder 12 is established to be equal to the distance y2 between a center axis of the sub-cylinder 14-2 and the center axis of the main cylinder 12. Inertia force in a left-and-right and a up-and-down directions generated by the main cylinder 12 is balanced out by inertia force in a left-and-right and a up-and-down directions generated by a pair of the sub-cylinders 14-1, 14-2 irrespective of engine rotation order components without generating moment. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an internal combustion engine and a compressor using a piston-crank mechanism.

  In a piston-crank mechanism used in an internal combustion engine, a compressor, or the like, an inertial force (excitation force) is generated by the movements of the piston, the connecting rod, and the crankshaft. A balancer is used as a means for canceling this inertial force. For example, in Non-Patent Document 1 below, for in-cylinder visualization using a primary balancer, the primary inertia force (engine rotation primary component of the inertial force) of the reciprocating motion portion (small end of the piston and connecting rod) is canceled. The engine is shown. Non-Patent Documents 2 and 3 below cancel the primary and secondary inertia forces (primary and secondary components of the engine rotation of the inertial force) of the reciprocating portion using the primary balancer and the secondary balancer, respectively. The engine is shown.

  As another background art, a non-vibration crank device according to Patent Document 1 below is disclosed.

Japanese Patent Publication No. 3-57310 AVL-List, "Transparent Research Engine", [online], [searched July 22, 2005], Internet, <URL: http://biz.avl.com/wo/webobsession.servlet.go/encoded/ YXBwPWtiYXNlJnBhZ2U9Y29udGVudC1tYW5hZ2VtZW50L3ZpZXcmaWQ9NDAwMDEzMjI0.html> Robert Bosch GmbH, supervised by Kohei Taihei, “Bosch Automobile Handbook Japanese Edition 2nd Edition”, Sankai-do Co., Ltd., June 7, 2005, p.386-387 Yayoi Miyano et al., “Research and Development of Medium-Speed 4-Cycle Diesel Engine Adapted to Heavy Fuel”, JPEC (Japan Petroleum Industry Activation Center) Report, 1997, No.1997.C4.1.11

  As described above, the primary balancer and the secondary balancer can cancel the primary and secondary inertia forces of the reciprocating portion, respectively, but the third and higher inertial forces of the reciprocating portion remain. Vibration occurs due to an imbalance of the inertial force beyond the next. Since the inertial force increases in proportion to the square of the rotational speed of the crankshaft, the vibration caused by the unbalanced inertial force increases as the crankshaft rotates at a higher rotational speed. When canceling out the third-order or higher inertial force using a balancer, it is necessary to dispose a balancer for each rotational order component, so the configuration is greatly complicated and difficult to implement.

  An object of this invention is to provide the internal combustion engine and compressor which can improve the effect which cancels the inertia force which arises by the motion of a piston, a connecting rod, and a crankshaft.

  The internal combustion engine and the compressor according to the present invention employ the following means in order to achieve the above-described object.

An internal combustion engine according to the present invention includes a main cylinder in which a main cylinder piston connected to a crankshaft via a connecting rod for a main cylinder reciprocates by combustion of fuel, and a pair of sub cylinders, each of which A pair of sub-cylinders that are reciprocating cylinder pistons connected to the crankshaft via the connecting rod for the sub-cylinder, and the crankshaft is connected to the connecting rod for the main cylinder. A crank pin for the sub-cylinder connected to the connecting rod for the sub-cylinder, and the crank pin for the main cylinder and the crank pin for the sub-cylinder are arranged on opposite sides of the crankshaft rotation center axis. In addition, the distance to the rotation center axis of the crankshaft etc. The length of the connecting rod for the sub cylinder is set equal to the length of the connecting rod for the main cylinder, and the total mass of the piston for the sub cylinder and the total mass of the connecting rod for the sub cylinder are respectively set for the main cylinder. The mass of the piston and the mass of the connecting rod for the main cylinder are set approximately equal to each other, and a pair of sub-cylinders are arranged opposite to each other in a direction parallel to the rotation center axis of the crankshaft and the main cylinder is arranged therebetween. The mass of one sub-cylinder piston is mp1, the mass of the other sub-cylinder piston is mp2, the mass of one sub-cylinder connecting rod is mq1, the mass of the other sub-cylinder connecting rod is mq2, The distance between the center axis of one sub-cylinder and the center axis of the main cylinder is y1 When the distance between the central axis of the main cylinder of the other sub-cylinder and y2,
(Mp1 + mq1) × y1 = (mp2 + mq2) × y2
The summary is that

In the present invention, in a direction parallel to the rotation center axis of the crankshaft, a pair of sub-cylinders are arranged to face each other and a main cylinder is arranged between them. The total mass of the sub-cylinder piston and the total mass of the sub-cylinder connecting rod are set substantially equal to the mass of the main cylinder piston and the mass of the main cylinder connecting rod, respectively. Then, the mass mp1 of the piston for one sub cylinder, the mass mp2 of the piston for the other sub cylinder, the mass mq1 of the connecting rod for one sub cylinder, the mass mq2 of the connecting rod for the other sub cylinder, the center of the one sub cylinder The distance y1 between the shaft and the central axis of the main cylinder, and the distance y2 between the central axis of the other sub-cylinder and the central axis of the main cylinder,
(Mp1 + mq1) × y1 = (mp2 + mq2) × y2
The relationship is almost established. Note that the mass of the piston for the main cylinder and the mass of the piston for the sub-cylinder are both included in the mass of the piston pin.

  According to the present invention, the inertial force generated in the main cylinder can be canceled by the inertial force generated in the pair of sub-cylinders regardless of the rotation order component and without generating a moment. As a result, it is possible to improve the effect of canceling the inertia force generated by the movement of the piston, connecting rod, and crankshaft.

  In one embodiment of the present invention, it is preferable that mp1 × y1 = mp2 × y2 and mq1 × y1 = mq2 × y2 are substantially satisfied. In this aspect, it is preferable that y1 = y2 is substantially satisfied.

  In one aspect of the present invention, it is preferable that the center of gravity of the crankshaft is set on the rotation center axis of the crankshaft.

  In one aspect of the present invention, it is preferable that the total mass of the sub-cylinder crank pins is set to be approximately equal to the mass of the main cylinder crank pins.

  In one aspect of the present invention, a main cylinder counterweight is disposed on the crankshaft on the opposite side of the crankshaft for the main cylinder across the rotation center axis of the crankshaft, and the subcylinder counterweight is used for the rotation of the crankshaft. It is preferable that the main cylinder counterweight and the subcylinder counterweight are both set on the overbalance side. In this aspect, it is preferable that the total mass moment of the counter weight for the sub cylinder is set substantially equal to the mass moment of the counter weight for the main cylinder.

  In one aspect of the present invention, when the crank offset is set for the main cylinder, the crank offset is set for the sub cylinder, and the crank offset directions are opposite to each other between the main cylinder and the sub cylinder. It is preferred that the quantities are set equal.

  In one aspect of the present invention, when the piston pin offset is set for the main cylinder piston, the piston pin offset is set for the sub cylinder piston. It is preferable that the pin offset directions are opposite to each other and the piston pin offset amounts are set equal.

  In one aspect of the present invention, it is preferable not to burn fuel in the sub-cylinder. In this aspect, it is preferable that the end portion of the sub cylinder in the sub cylinder on the top surface side of the sub cylinder is open.

  In one aspect of the present invention, it is preferable that the sub-cylinder piston includes a piston main body that reciprocates in the sub-cylinder and a mass adjustment component that is detachable from the piston main body.

Further, a compressor according to the present invention includes a main cylinder in which a main cylinder piston connected to a crankshaft via a connecting rod for a main cylinder reciprocates and a pair of sub cylinders in order to compress fluid. , Each of which includes a pair of sub-cylinders, each of which is a cylinder in which a sub-cylinder piston connected to the crankshaft via a sub-cylinder connecting rod reciprocates, and the crankshaft is connected to the connecting rod for the main cylinder A main cylinder crankpin and a subcylinder crankpin connected to a subcylinder connecting rod, and the main cylinder crankpin and the subcylinder crankpin are on opposite sides of the rotation shaft of the crankshaft. And the distance from the rotation axis of the crankshaft Are set equal to each other, the length of the connecting rod for the sub cylinder is set equal to the length of the connecting rod for the main cylinder, and the total mass of the piston for the sub cylinder and the total mass of the connecting rod for the sub cylinder are respectively set to the main cylinder. The mass of the piston for the main cylinder and the mass of the connecting rod for the main cylinder are set to be approximately equal to each other. The mass of one sub-cylinder piston is mp1, the mass of the other sub-cylinder piston is mp2, the mass of one sub-cylinder connecting rod is mq1, and the mass of the other sub-cylinder connecting rod is mq2. The distance between the center axis of one sub-cylinder and the center axis of the main cylinder y1, and the distance between the central axis of the main cylinder of the other sub-cylinder and y2,
(Mp1 + mq1) × y1 = (mp2 + mq2) × y2
The summary is that

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

  1 and 2 are diagrams schematically illustrating an internal configuration of an internal combustion engine according to an embodiment of the present invention. The internal combustion engine according to the present embodiment is a reciprocating internal combustion engine (reciprocating engine) using a piston-crank mechanism, and includes a main cylinder 12 and a pair of sub cylinders 14-1 and 14-2 described below. Yes. 1 is an internal configuration diagram viewed from the axial direction of the crankshaft 20 (a direction parallel to the rotation center axis), and FIG. 2 is a direction orthogonal to the center axis of the main cylinder 12 and the rotation center axis of the crankshaft 20. The internal block diagram seen from is shown. In the following description, the axis perpendicular to the center axis of the main cylinder 12 and the rotation center axis of the crankshaft 20 is the x axis, and the axis that coincides with the rotation center axis of the crankshaft 20 is the y axis, x axis, and y axis ( An xyz coordinate system in which an axis orthogonal to the rotation center axis of the crankshaft 20 is defined as the z-axis is defined.

  A main cylinder piston 16 that reciprocates in the main cylinder 12 is connected to a crankshaft 20 via a main cylinder connecting rod 18. More specifically, the main cylinder piston 16 is connected to the small end portion 22 of the main cylinder connecting rod 18 via the piston pin 15, and the large end portion 24 of the main cylinder connecting rod 18 is connected to the crankshaft 20. Are connected to a main cylinder crank pin 42. In the main cylinder 12, the main cylinder piston 16 reciprocates using thermal energy generated by the combustion of the fuel (air mixture) in the combustion chamber 13, as in a known internal combustion engine. The reciprocating motion of the main cylinder piston 16 is converted into the rotational motion of the crankshaft 20, and power can be taken out from the crankshaft 20. In FIGS. 1 and 2, assuming that the internal combustion engine according to the present embodiment is applied to an in-cylinder visualization engine, the main cylinder piston 16 is arranged so that a reflecting mirror can be disposed therein. The example which is a long piston extended in height is shown.

  In the main cylinder 12, inertial force (excitation force) is generated by the movement of the main cylinder piston 16, the main cylinder connecting rod 18, and the crankshaft 20. In the present embodiment, a pair of sub-cylinders 14-1 and 14-2 are arranged opposite to each other before and after the main cylinder 12 in order to cancel the inertial force (excitation force) generated in the main cylinder 12. Yes. That is, in a direction parallel to the rotation center axis of the crankshaft 20 (y-axis direction), the pair of sub cylinders 14-1 and 14-2 are disposed to face each other and the main cylinder 12 is disposed therebetween. . The central axes of the sub cylinders 14-1 and 14-2 are both parallel to the central axis of the main cylinder 12. The distance y1 between the central axis of the sub cylinder 14-1 and the central axis of the main cylinder 12 is set to be equal (or substantially equal) to the distance y2 between the central axis of the sub cylinder 14-2 and the central axis of the main cylinder 12. (Y1 = y2). Hereinafter, a detailed configuration of the sub cylinders 14-1 and 14-2 will be described.

  A sub-cylinder piston 26-1 reciprocating in the sub-cylinder 14-1 is connected to the crankshaft 20 via a sub-cylinder connecting rod 28-1. More specifically, the sub-cylinder piston 26-1 is connected to the small end portion 32-1 of the sub-cylinder connecting rod 28-1 via the piston pin 25-1, so that the sub-cylinder connecting rod 28- 1 is connected to a sub-cylinder crankpin 44-1 disposed on the crankshaft 20. Similarly, a sub-cylinder piston 26-2 that reciprocates in the sub-cylinder 14-2 is connected to the crankshaft 20 via a sub-cylinder connecting rod 28-2. More specifically, the sub-cylinder piston 26-2 is connected to the small end portion 32-2 of the sub-cylinder connecting rod 28-2 via the piston pin 25-2, so that the sub-cylinder connecting rod 28- Two large end portions 34-2 are connected to a sub-cylinder crank pin 44-2 disposed on the crankshaft 20.

  In the sub cylinder 14-1, since the cylinder head is omitted, the end portion on the top surface side of the sub cylinder piston 26-1 is opened. Similarly, in the sub-cylinder 14-2, the cylinder head is omitted, so that the end portion on the top surface side of the sub-cylinder piston 26-2 is opened. That is, in the sub cylinders 14-1 and 14-2, neither fuel (air mixture) is burned, but neither the sub cylinders 14-1 and 14-2 generates power nor is generated in the main cylinder 12. It functions as a dummy cylinder to cancel the inertial force. Therefore, the internal combustion engine according to the present embodiment functions as a single cylinder engine, and the sub-cylinder pistons 26-1 and 26-2 are driven by using a part of the power generated in the main cylinder 12. 1 and 2 show an example in which the main cylinder 12 is disposed vertically above the crankshaft 20 and the sub-cylinders 14-1 and 14-2 are disposed vertically below the crankshaft 20. Yes. An oil pan 19 is disposed vertically below the sub cylinders 14-1 and 14-2. With this arrangement, it is possible to cool the frictional heat of the sub-cylinders (dummy cylinders) 14-1 and 14-2 with the oil falling from the main cylinder 12 and the crankcase. In addition, in the cylinder visualization engine, this arrangement facilitates operations such as attaching and detaching the transparent glass cylinder and the cylinder head in the main cylinder 12.

The mass mp1 of the sub-cylinder piston 26-1 including the piston pin 25-1 and the mass mp2 of the sub-cylinder piston 26-2 including the piston pin 25-2 are both the main cylinder piston including the piston pin 15. It is set to 1/2 (or almost 1/2) of 16 masses mp0. Thus, the total mass mp1 + mp2 of the sub-cylinder pistons 26-1 and 26-2 including the piston pins 25-1 and 25-2 is equal to the mass mp0 of the main cylinder piston 16 including the piston pins 15 (or Almost equal). The masses mq1 and mq2 of the connecting rods 28-1 and 28-2 for the sub-cylinders are both set to 1/2 (or almost 1/2) of the mass mq0 of the connecting rod 18 for the main cylinder. As a result, the total mass mq1 + mq2 of the connecting rods 28-1 and 28-2 for the sub-cylinders is set equal (or substantially equal) to the mass mq0 of the connecting rod 18 for the main cylinder. In this embodiment, since y1 = y2,
mp1 * y1 = mp2 * y2 and mq1 * y1 = mq2 * y2
Is established (or almost established)
(Mp1 + mq1) × y1 = (mp2 + mq2) × y2
The relationship is established (or almost established). The reciprocating portion (sub-cylinder piston 26-1, piston pin 25-1, and small end portion 32-1) in the sub-cylinder 14-1 and the reciprocating portion (sub-cylinder piston 26 in the sub-cylinder 14-2). -2, the piston pin 25-2, and the small end portion 32-2) are equal in mass to the reciprocating portion of the main cylinder 12 (the main cylinder piston 16, the piston pin 15, and the small end portion 22). (Or almost equal). The mass of the reciprocating portion in the sub-cylinder 14-1 and the mass of the reciprocating portion in the sub-cylinder 14-2 are both ½ (or almost ½) of the mass of the reciprocating portion in the main cylinder 12. Is set.

  As shown in FIG. 3, the sub-cylinder piston 26-1 is fixed to the piston main body 27-1 by a screw or the like that reciprocates along the inner wall of the sub-cylinder 14-1. Thus, the weight adjusting weight 29-1 that can be attached to and detached from the piston main body 27-1 is included. Similarly, the sub-cylinder piston 26-2 also has a piston body 27-2 that reciprocates along the inner wall of the sub-cylinder 14-2, and is fixed to the piston body 27-2 with a screw or the like. And a mass adjusting weight 29-2 that can be attached to and detached from 27-2. A plurality of types of weight adjusting weights 29-1 and 29-2 having different masses are prepared. Therefore, in the in-cylinder visualization engine, even when the mass mp0 of the main cylinder piston 16 changes due to the shape change of the main cylinder piston 16 or the like, the mass adjustment weight attached to the sub cylinder pistons 26-1 and 26-2. By changing the masses of 29-1 and 29-2, the masses mp1 and mp2 of the sub-cylinder pistons 26-1 and 26-2 can be easily adjusted to ½ of the mass mp0 of the main-cylinder piston 16. Can do.

  3 shows piston rings 31-1, 31-2 and oil rings 33-1, 33- that slide against the inner walls of the sub-cylinders 14-1, 14-2, as in the case of a known internal combustion engine. 2 shows an example in which the sub-cylinder pistons 26-1 and 26-2 are attached to the pistons 26-1 and 26-2 (29-1 and 29-2 on the piston body), respectively. However, as shown in FIG. 4, rollers 35-1 and 35-2 that can roll with respect to the inner walls of the sub-cylinders 14-1 and 14-2 are sub-cylinder pistons 26-1 and 26-2 (on the piston body). 29-1, 29-2). Accordingly, it is possible to reduce the frictional resistance when the sub cylinder pistons 26-1 and 26-2 reciprocate in the sub cylinders 14-1 and 14-2.

  In addition to the main cylinder crankpin 42 and the sub cylinder crankpins 44-1, 44-2, the crankshaft 20 includes crank journals 46-1 to 46-4, and main cylinder crank arms 48-1, 48. -2, and sub-cylinder crank arms 50-1 to 50-4. The crank journals 46-1 to 46-4 are arranged at intervals in the longitudinal direction of the engine (y-axis direction) and are rotatably supported in the crank chamber by a bearing (metal). The main cylinder crank arm 48-1 connects the crank journal 46-2 and the main cylinder crank pin 42, and the main cylinder crank arm 48-2 includes the crank journal 46-3 and the main cylinder crank pin 42. Are connected. The sub-cylinder crank arm 50-1 connects the crank journal 46-1 and the sub-cylinder crank pin 44-1, and the sub-cylinder crank arm 50-2 is connected to the crank journal 46-2 and the sub-cylinder crank pin 44-1. 44-1 is connected, the sub-cylinder crank arm 50-3 is connected to the crank journal 46-3 and the sub-cylinder crank pin 44-2, and the sub-cylinder crank arm 50-4 is connected to the crank journal 46. -4 and the sub-cylinder crankpin 44-2 are connected.

  The main cylinder crankpin 42 and the sub cylinder crankpins 44-1 and 44-2 are arranged on opposite sides of the rotation center axis of the crankshaft 20. Therefore, the main cylinder 12 and the sub-cylinders 14-1 and 14-2 are disposed on the opposite sides with respect to the rotation center axis of the crankshaft 20. Further, the main cylinder crankpin 42 and the sub-cylinder crankpins 44-1 and 44-2 have the same distance from the center of gravity to the rotation center axis of the crankshaft 20, that is, the crank radius. Therefore, the strokes of the sub cylinders 14-1 and 14-2 are both set equal to the stroke of the main cylinder 12. The lengths (connecting rod lengths) of the sub-cylinder connecting rods 28-1 and 28-2 are both set equal to the length of the main cylinder connecting rod 18 (connecting rod length). The center of gravity of the main cylinder connecting rod 18 and the sub-cylinder connecting rods 28-1 and 28-2 with respect to the small end (piston pin central axis) and the large end (crank pin central axis). The positions are set equal. Therefore, the main cylinder connecting rod 18 and the sub-cylinder connecting rods 28-1 and 28-2 are symmetric with respect to the rotation center of the crankshaft 20 when viewed from the engine longitudinal direction (y-axis direction). Here, the length of the connecting rod (connecting rod length) is a large / small end pitch (distance between the piston pin central axis and the crankpin central axis).

  In the main cylinder crank arms 48-1 and 48-2, a main cylinder counterweight 52 is disposed on the opposite side of the main cylinder crankpin 42 across the rotation center axis of the crankshaft 20. In the sub-cylinder crank arms 50-1 and 50-2, a sub-cylinder counterweight 54-1 is disposed on the opposite side of the sub-cylinder crank pin 44-1 across the rotation center axis of the crankshaft 20. In the sub cylinder crank arms 50-3 and 50-4, a sub cylinder counterweight 54-2 is disposed on the opposite side of the sub cylinder crank pin 44-2 with the rotation center axis of the crank shaft 20 interposed therebetween. Has been. Therefore, the main cylinder counterweight 52 and the sub-cylinder counterweights 54-1 and 54-2 are disposed on opposite sides of the crankshaft 20 with respect to the rotation center axis. As will be described later, in this embodiment, the main cylinder counter weight 52 and the sub cylinder counter weights 54-1 and 54-2 are both set to the overbalance side.

  In the crank journals 46-1 to 46-4, the dimensions and the mass are both set equal. The masses of the sub-cylinder crank pins 44-1 and 44-2 are both set to ½ (or almost ½) of the mass of the main cylinder crank pin 42. The mass moments of −1 and 44-2 are both set to ½ (or almost ½) of the mass moment of the main cylinder crank pin 42. Therefore, the total mass and the total mass moment of the sub-cylinder crank pins 44-1 and 44-2 are set to be equal (or substantially equal) to the mass and the mass moment of the main cylinder crank pin 42. The mass moments of the sub-cylinder crank arms 50-1 to 50-4 are both set to 1/2 (or almost 1/2) the mass moments of the main cylinder crank arms 48-1 and 48-2. The total mass moment of the sub-cylinder crank arms 50-1 to 50-4 is set equal (or substantially equal) to the total mass moment of the main cylinder crank arms 48-1, 48-2. The mass moments of the sub cylinder counterweights 54-1 and 54-2 are both set to 1/2 (or almost 1/2) the mass moment of the main cylinder counterweight 52. The total mass moment of −1, 54-2 is set equal (or substantially equal) to the mass moment of the main cylinder counterweight 52. Therefore, the center of gravity of the crankshaft 20 is set so as to be positioned on the rotation center axis (y-axis) and the x-axis of the crankshaft 20. That is, the center of gravity of the crankshaft 20 is set to coincide with the origin of the xyz coordinate system. Therefore, the crankshaft 20 has a weight balance (static balance) as a single unit. Furthermore, the mass moment of the rotational movement portion of the sub cylinder 14-1 including the sub cylinder crank pin 44-1 and the large end portion 34-1 and the sub cylinder crank pin 44-2 and the large end portion 34-2 are included. The mass moment of the rotational motion portion of the sub-cylinder 14-2 is ½ (or almost ½) of the mass moment of the rotational motion portion of the main cylinder 12 including the main cylinder crankpin 42 and the large end portion 24. Is set. Therefore, the total mass moment of the rotational motion portions of the sub cylinders 14-1 and 14-2 is set to be equal (or substantially equal) to the mass moment of the rotational motion portion of the main cylinder 12. The mass moment here is (mass) × (distance of the center of gravity from the rotation center of the crankshaft 20). Further, in the present embodiment, the product of the mass of the rotational motion portion of the sub-cylinder 14-1 and the distance y1 is equal (or substantially equal) to the product of the mass of the rotational motion portion of the sub-cylinder 14-2 and the distance y2. Is set.

  1 and 2 show an example in which the crank offset amount and the piston pin offset amount of the main cylinder 12 are both zero. That is, the central axis of the main cylinder 12 coincides with the z-axis, and the piston pin central axis of the main cylinder piston 16 is orthogonal to the z-axis and the central axis of the main cylinder 12. When the crank offset amount of the main cylinder 12 is zero, the crank offset amounts of the sub cylinders 14-1 and 14-2 are both set to zero. That is, the piston pin central axes of the sub-cylinder pistons 26-1 and 26-2 are both orthogonal to the z-axis. When the piston pin offset amount of the main cylinder piston 16 is zero, the piston pin offset amounts of the sub cylinder pistons 26-1 and 26-2 are both set to zero. That is, the piston pin central axes of the sub-cylinder pistons 26-1 and 26-2 are orthogonal to the central axes of the sub-cylinders 14-1 and 14-2, respectively.

  On the other hand, as shown in FIG. 5, the piston pin central axis of the main cylinder piston 16 is offset by an offset amount x1 in the x-axis direction from the position intersecting the z-axis, and the crank offset x1 is set in the main cylinder 12. If there is, the crank offset x2 is also set for the sub-cylinders 14-1 and 14-2. That is, the piston pin central axes of the sub-cylinder pistons 26-1 and 26-2 are both offset by an offset amount x2 in the x-axis direction from the position intersecting the z-axis. In this case, as shown in FIG. 5, the main cylinder 12 and the sub-cylinders 14-1 and 14-2 have opposite crank offset directions (offset directions of the piston pin central axis) and a crank offset amount ( The offset amounts x1 and x2 of the piston pin central axis are set equal. Further, when the piston pin central axis of the main cylinder piston 16 is offset in the x-axis direction from the position intersecting the central axis of the main cylinder 12, and the piston pin offset is set for the main cylinder piston 16, Piston pin offsets are also set for the cylinder pistons 26-1 and 26-2. That is, the piston pin central axes of the sub-cylinder pistons 26-1 and 26-2 are offset in the x-axis direction from the positions where they intersect with the central axes of the sub-cylinders 14-1 and 14-2, respectively. In this case, the piston 16 offset direction (piston pin center axis offset direction) is opposite to each other between the main cylinder piston 16 and the sub cylinder pistons 26-1 and 26-2. The offset amount of the pin center axis is set equal.

  Next, the operation of the internal combustion engine according to the present embodiment, in particular, the operation for canceling the inertia force (vibration force) generated in the main cylinder 12 will be described in comparison with the problems of the related art.

  First, as a comparison object with the present embodiment, as shown in FIGS. 6 and 7, consider a case where the inertia force generated by the movement of the piston 116, the connecting rod 118, and the crankshaft 120 is canceled using the counterweight 152 and the balancer. Here, FIG. 6 shows a case where primary balancers 153-1 and 153-2 that rotate symmetrically at the same speed as the crankshaft 120 are arranged, and FIG. 7 shows primary balancers 153-1 and 153. In addition to -2, secondary balancers 154-1 and 154-2 that rotate symmetrically at twice the speed of the crankshaft 120 are shown.

  In the configuration shown in FIGS. 6 and 7, the counterweight 152 cancels out the inertial force of the rotational motion portion including the crank pin 142 and the large end portion 124 of the connecting rod 118. The primary balancer 153-1 and 153-2 cancel the primary inertial force (engine rotation primary component of the inertial force) of the reciprocating portion including the piston 116 and the small end 122 of the connecting rod 118. Further, in FIG. 7, the secondary inertial force (engine rotation secondary component of the inertial force) of the reciprocating portion is canceled by the secondary balancers 154-1 and 154-2. However, the third-order or higher inertial force of the reciprocating portion remains, and vibration is generated in the engine due to the unbalance of the third-order or higher inertial force. Since the inertial force increases in proportion to the square of the engine speed, the engine vibration caused by the unbalanced inertial force increases as the engine is operated at a higher speed. When canceling the inertial force using a balancer, it is necessary to dispose a balancer for each engine rotation order component, which makes the engine configuration greatly complicated and difficult to implement.

  In contrast, in the present embodiment, the inertia force (excitation force) in the x-axis direction (engine left-right direction) and z-axis direction (engine vertical direction) generated in the main cylinder 12 is a pair of sub-cylinders 14-1. The inertial force generated in 14-2 cancels out regardless of the engine rotational order component. More specifically, the inertial forces in the x-axis direction and the z-axis direction due to the movement of the main cylinder piston 16 and the main cylinder connecting rod 18 cause the sub cylinder piston 26-1 and the sub cylinder connecting rod 28-1 to move. The engine rotational order component is determined by the inertial forces in the x-axis direction and the z-axis direction due to the motion, and the inertial forces in the x-axis direction and the z-axis direction due to the motion of the sub-cylinder piston 26-2 and the sub-cylinder connecting rod 28-2. Regardless of the offset. Since the center of gravity of the crankshaft 20 is located on the rotation center axis of the crankshaft 20, the inertial force of the crankshaft 20 is canceled and does not work in the crankshaft 20.

  Further, as a comparison object with the present embodiment, consider a case where the main cylinder 12 and the sub-cylinder 14-1 are simply opposed to each other as shown in FIGS. Even in that case, the inertial forces in the x-axis direction and the z-axis direction generated in the main cylinder 12 can be offset by the inertial forces in the x-axis direction and the z-axis direction generated in the sub cylinder 14-1. However, in this case, as shown in FIG. 9, the inertial force generated in the main cylinder 12 and the inertial force generated in the sub-cylinder 14-1 act at positions shifted in the y-axis direction (engine longitudinal direction). , A moment (couple) that tries to rotate the engine body in the yz plane is generated.

  On the other hand, in the present embodiment, a pair of sub cylinders 14-1 and 14-2 are arranged before and after the main cylinder 12. The distance y1 between the central axis of the sub cylinder 14-1 and the central axis of the main cylinder 12 is set to be equal to the distance y2 between the central axis of the sub cylinder 14-2 and the central axis of the main cylinder 12. The product of the inertial force generated at 14-1 and the distance y1 is set equal to the product of the inertial force generated at the sub-cylinder 14-2 and the distance y2. Therefore, when the inertial force generated in the main cylinder 12 is canceled by the inertial force generated in the sub cylinders 14-1 and 14-2, a moment in the y-axis direction (engine longitudinal direction) is not generated.

  Therefore, according to the present embodiment, the inertial force (vibration force) generated by the movements of the main cylinder piston 16, the main cylinder connecting rod 18, and the crankshaft 20 is generated regardless of the engine rotational order component. Therefore, the effect of canceling the inertial force can be improved. As a result, even if the engine is operated at a high speed, engine vibration is reduced, and the operable range of the engine can be expanded to the high speed side. In this embodiment, the gas pressure fluctuation during one cycle (intake-compression-combustion (expansion) -exhaust) of the main cylinder 12 remains. However, since the inertial force increases in proportion to the square of the engine speed, engine vibration during high-speed operation is mainly caused by the inertial force of the moving part. In the cylinder visualization engine, the above-described long piston is used as the main cylinder piston 16, so that the mass of the main cylinder piston 16 increases and the inertial force generated in the main cylinder 12 also increases. Therefore, in this embodiment, the influence by the gas pressure fluctuation of the main cylinder 12 is relatively less than the influence by the inertia force.

  6 and 7, when the inertial force of the reciprocating motion portion increases, the bending load applied to the crank journal (the bearing portion of the crankshaft 120) also increases. In particular, a large bending load is applied at the top dead center of the piston. Acts on the crank journal. In particular, in the in-cylinder visualization engine using the above-described long piston, the mass of the reciprocating motion part is more than three times that of a normal piston, so the bending load applied to the crank journal also increases.

Here, FIG. 10 shows a history of bending load applied to the crank journal when the overbalance ratio [%] of the counterweight 152 is changed. The bending load F _j applied to the crank journal here is positive in the direction shown by the arrow in FIG. Further, the overbalance rate OBR [%] of the counterweight 152 is expressed by the following equations (1) to (3). When the overbalance rate OBR is greater than 0%, the counter weight 152 is set to the overbalance side.

_{OBR = (m w × r w} -mr w0) / (mr w100 -mr w0) × 100 (1)
mr _w0 = m _q × α _c × r + m _c × r _c (2)
_{mr w100 = m p × r +} m q × r + m c × r c (3)

However, in the equations (1) to (3), m _p is the mass of the piston 116, m _q is the mass of the connecting rod 118, α _c is the ratio of the distance l _c between the connecting rod small end to the connecting rod center of gravity and the connecting rod length l. (= l _c / l, see Figure 12), m _c (excluding counterweight 152) the mass of the crank shaft 120, r _c (excluding counterweight 152) centroid of the crank shaft 120 with the center of rotation of the crankshaft 120 distance (see FIG. 12), the mass of m _w is the counterweight 152, (see FIG. 12) the distance between the rotational center of the center of gravity and the crankshaft 120 of the r _w is the counterweight 152, r is the crank radius (half stroke and, FIG. 12).

  When the overbalance ratio OBR is 0%, the inertial force in the x-axis direction (engine left-right direction) is always balanced, but the inertial force in the z-axis direction (engine vertical direction) remains unbalanced. In that case, as shown in FIG. 10, a bending load is applied to the crank journal in a substantially positive direction, and the bending load becomes maximum at the top dead center of the piston. When the overbalance ratio OBR is 100%, the primary inertial force in the z-axis direction is always balanced, and the secondary inertial force in the z-axis direction and the inertial force in the x-axis direction remain unbalanced. In that case, as shown in FIG. 10, the bending load applied to the crank journal increases in the negative direction. Further, as shown in FIG. 10, when the overbalance ratio OBR is set to about 60 to 70%, the absolute value of the maximum value and the minimum value of the bending load applied to the crank journal can be made substantially equal. The bending load applied to can be reduced. However, in that case, the inertial forces in the x-axis direction and the z-axis direction remain unbalanced.

  FIG. 13 shows a method for balancing the inertial force when the counterweight 152 is set to the overbalance side (the overbalance rate OBR exceeds 0%) for the purpose of reducing the bending load applied to the crank journal. Thus, a method using the left and right asymmetric primary balancers 155-1 and 155-2 is conceivable. However, when the left and right asymmetric primary balancers 155-1 and 155-2 are used, as shown in FIG. 13, the inertia force increment ΔF1 due to overbalance of the counterweight 152 and the primary balancers 155-1 and 155- Since the inertia force increment ΔF2 due to the left-right asymmetry of 2 works at a position shifted in the z-axis direction (vertical direction), a moment to rotate the engine body is generated. Further, when the primary balancers 155-1 and 155-2 that are asymmetric are used, the primary balancers 155-1 and 155-2 serve to cancel the inertial forces of the piston 116 and the crankshaft 120 at the same time. Therefore, in an engine in which a crank offset is set, there is a phase difference between the phase of the crankshaft 120 and the phase of the piston 116 (for example, when a crank offset of about 10 mm is set for a stroke of 90 mm, about 3 ° is set. Therefore, it is difficult to balance the inertial forces with the left and right asymmetric primary balancers 155-1 and 155-2.

  On the other hand, in the present embodiment, the bending load applied to the crank journals 46-2 and 46-3 is set by setting the counter weight 52 for the main cylinder to the overbalance side (so that the overbalance rate OBR exceeds 0%). Can be reduced. More preferably, the overbalance ratio OBR of the main cylinder counterweight 52 is set so that the absolute value of the maximum value and the minimum value of the bending load applied to the crank journals 46-2 and 46-3 are equal (typical). As an example, the overbalance ratio OBR is about 60 to 70%), so that the bending load applied to the crank journals 46-2 and 46-3 can be substantially minimized. Further, in this embodiment, both the sub-cylinder counterweights 54-1 and 54-2 are set to the overbalance side (so that the overbalance rate OBR exceeds 0%). More preferably, the overbalance ratios OBR of the sub cylinder counterweights 54-1 and 54-2 are both set equal to the overbalance ratio OBR of the main cylinder counterweight 52. As a result, the inertia force due to the overbalance of the counter weight 52 for the main cylinder can be canceled out by the inertia force due to the over balance of the counter weights 54-1 and 54-2 for the sub cylinder, and no moment is generated. Therefore, according to the present embodiment, it is possible to achieve both the balance of the inertial force and the resulting moment and the reduction of the bending load of the crank journal, and the operable range of the engine can be expanded to a higher rotation side. Furthermore, in the present embodiment, even when a crank offset is set for the main cylinder 12, by setting a crank offset in the sub-cylinders 14-1 and 14-2 that is opposite in direction to the main cylinder 12 and equal in offset amount, The inertial force can be balanced.

  6 and 7, generally, the primary balancer 153-1 and the primary balancer 153 are driven between the crankshaft 120 and the primary balancer 153-1 by a toothed belt or the like. 2 is driven via a gear. In the structure in which the primary balancer 153-1 is driven by a belt, a phase difference is likely to occur between the piston 116 and the balancers 153-1 and 153-2 due to variations in belt tension during assembly, elongation due to belt deterioration, and the like. Become. Due to this phase difference, a time lag occurs between the inertial force of the piston 116 and the inertial force of the balancers 153-1 and 153-2, resulting in an imbalance in the inertial force. Here, FIG. 14 shows the result of calculating the unbalance force generated by the phase difference between the primary balancers 153-1 and 153-2 and the piston 116. When the phase difference is 0 °, the primary inertial force in the vertical direction is balanced as shown in FIG. 14 (A), but when the phase difference (5 °) is generated, as shown in FIG. 14 (B). An imbalance occurs in the primary inertia force. When the phase difference reaches 10 °, as shown in FIG. 14C, the amplitude of the primary inertia force caused by the unbalance increases to about half of the secondary inertia force, and the effects of the balancers 153-1 and 153-2 are obtained. Is greatly impaired.

  On the other hand, in the present embodiment, since the sub-cylinder pistons 26-1 and 26-2 are driven via the crankshaft 20, the main cylinder piston 16 and the sub-cylinder pistons 26-1 and 26-2 There is no phase difference between the two. Therefore, there is no imbalance in inertia force due to deterioration with time.

  Further, in the cylinder visualization engine, the shape of the piston 116 may be changed in order to investigate the influence of the combustion chamber shape. 6 and 7, when the shape of the piston 116 is changed, the mass of the piston 116 changes and the inertial force also changes. Therefore, balancers 153-1, 153-2, and 154-1 for canceling the inertial force are used. It is also necessary to change 154-2. When the change of the balancers 153-1, 1532-2, 154-1, and 154-2 corresponds to the change of the inertial force, the balancers 153-1, 1532-2, 154-1, and 154- Therefore, it is not easy to design the balancers 153-1, 153-2, 154-1, and 154-2. Furthermore, the replacement work of the balancers 153-1, 153-2, 154-1, and 154-2 also consumes time and man-hours.

  On the other hand, in the present embodiment, even when the mass of the main cylinder piston 16 changes due to the shape change, the mass adjusting weights 29-1 and 29-2 attached to the sub cylinder pistons 26-1 and 26-2. By adjusting the mass, the inertial force can be easily balanced.

  Further, as a comparison object with the present embodiment, consider a case where the vibration-free crank device according to Patent Document 1 is applied. In that case, as shown in FIG. 15, the pair of piston-crank mechanisms are arranged to face each other so that the cylinder central axes coincide with each other. The two crankshafts 120 and 130 are connected via a timing gear, and rotate in opposite directions at a ratio of 1: 1. The pistons 116 and 126 are connected to the crankpins 142 and 144 of the crankshafts 120 and 130 via connecting rods 118 and 128, respectively, so as to reciprocate symmetrically on the same line.

  In the configuration of FIG. 15, the inertial force of the reciprocating portion including the piston 116 and the small end portion 122 of the connecting rod 118 is changed by the inertial force of the reciprocating portion including the piston 126 and the small end portion 132 of the connecting rod 128. Regardless of the offset. Then, the inertial force of the rotational motion portion including the crankpin 142 and the large end portion 124 of the connecting rod 118 is canceled by the counterweight 152, and the inertial force of the rotational motion portion including the crankpin 144 and the large end portion 134 of the connecting rod 128 is obtained. Is canceled by the counterweight 154. However, as in the configuration shown in FIGS. 6 and 7, when the inertial force of the reciprocating portion increases, the bending load applied to the crank journal (the bearing portion of the crankshafts 120 and 130) also increases, particularly at the top dead center of the piston. A large bending load acts on the crank journal. On the other hand, when the counterweights 152 and 154 are set to the overbalance side (the overbalance ratio OBR exceeds 0%) for the purpose of reducing the bending load applied to the crank journal, as shown in FIG. The unbalance forces ΔF1 and ΔF2 due to the overbalance of 152 and 154 are generated, respectively. These unbalanced forces ΔF1 and ΔF2 remain without being canceled out (components in the vertical direction in the figure) and become excitation forces that cause the engine to vibrate.

  Further, as shown in FIG. 17, a gear is added between the crankshafts 120 and 130 to rotate the crankshafts 120 and 130 in the same direction, and the piston-crank mechanism on the right side of the figure is turned upside down. A configuration in which the directions of the balance forces ΔF1 and ΔF2 are opposite to each other is also conceivable. However, in the configuration of FIG. 17, since the unbalance forces ΔF1 and ΔF2 act at positions shifted in the left-right direction in the figure, a moment for rotating the engine body remains. Therefore, in the configurations of FIGS. 15 and 17, it is difficult to achieve both the balance between the inertial force and the resulting moment and the reduction of the bending load of the crank journal.

  In contrast, in the present embodiment, as described above, the main cylinder counterweight 52 and the sub cylinder counterweights 54-1 and 54-2 are both overbalanced (overbalance ratio OBR exceeds 0%). In this way, it is possible to achieve both the balance of the inertial force and the resulting moment and the reduction of the bending load of the crank journal.

  Next, a method for designing an internal combustion engine according to this embodiment will be described. (1) First, the main cylinder piston 16 is designed so that it can withstand the inertial force at the maximum operating rotational speed. (2) Next, the connecting rod 18 for the main cylinder, the crankshaft 20 (the portion corresponding to the main cylinder 12), and the counterweight 52 for the main cylinder are designed to withstand the inertial force at the maximum rotational speed. Here, in order to reduce the bending load applied to the crank journals 46-2 and 46-3, the main cylinder counterweight 52 is designed to be overbalanced (so that the overbalance rate OBR exceeds 0%). More preferably, the overbalance ratio OBR of the main cylinder counterweight 52 is designed so that the absolute values of the maximum and minimum bending loads applied to the crank journals 46-2 and 46-3 are equal. Further, the diameters of the crank journals 46-1 and 46-4 at both ends in the front-rear direction are designed to be equal to the diameters of the crank journals 46-2 and 46-3 before and after the main cylinder 12, and the crank journals 46-1 to 46-4 are designed. Unify the shape of. (3) Next, the sub-cylinder pistons 26-1 and 26-2, the sub-cylinder connecting rods 28-1 and 28-2, the crankshaft 20 (part corresponding to the sub-cylinders 14-1 and 14-2), The sub cylinder counterweights 54-1 and 54-2 are designed to withstand the inertial force at the maximum rotational speed. Here, the masses mp1 and mp2 of the sub-cylinder pistons 26-1 and 26-2 are designed to be ½ of the mass mp0 of the main-cylinder piston 16, and the masses of the sub-cylinder connecting rods 28-1 and 28-2 are designed. mq1 and mq2 are designed to be ½ of the mass mq0 of the connecting rod 18 for the main cylinder. In addition, the counter weights 54-1 and 54-2 for the sub cylinders are overbalanced so that the crankshaft 20 alone including the counterweights 52, 54-1, and 54-2 has a static balance (the overbalance ratio OBR is Design to exceed 0%). Further, when the crank offset and the piston pin offset are set for the main cylinder 12, the crank offset and the piston pin offset of the sub cylinders 14-1 and 14-2 are opposite in direction to the main cylinder 12 and the offset amount is equal. To design.

  In the above description of the present embodiment, the sub cylinders 14-1 and 14-2 are assumed to function as dummy cylinders that generate no power and cancel out the inertial force generated in the main cylinder 12. However, similarly to the main cylinder 12, the sub cylinders 14-1 and 14-2 may be provided with a cylinder head to combust fuel (air mixture) to generate power.

  1 and 2, it is assumed that the internal combustion engine according to this embodiment is applied to an in-cylinder visualization engine, but the present invention can also be applied to a general internal combustion engine. Furthermore, the present invention can also be applied to a compressor or pump using a piston-crank mechanism. When the present invention is applied to a compressor, the compressive fluid (gas) sucked into the main cylinder 12 is compressed and sent out by reciprocating the main cylinder piston 16 by the rotational drive of the crankshaft 20. . In that case, the sub-cylinders 14-1 and 14-2 may function as dummy cylinders that do not compress the compressive fluid (gas), or compress the compressive fluid (gas) in the same manner as the main cylinder 12. It may be configured. When the present invention is applied to a pump, the main cylinder piston 16 reciprocates by the rotational drive of the crankshaft 20, whereby the incompressible fluid (liquid) sucked into the main cylinder 12 is discharged. In this case, the sub-cylinders 14-1 and 14-2 may function as dummy cylinders that do not discharge incompressible fluid (liquid), or discharge incompressible fluid (liquid) in the same manner as the main cylinder 12. You may comprise. Thus, the present invention can be applied to a piston-crank mechanism.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on embodiment of this invention. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on embodiment of this invention. It is a figure which shows the outline of a structure of the piston for sub cylinders. It is a figure which shows the outline of the other structure of the piston for subcylinders. It is a figure which shows the outline of the other internal structure of the internal combustion engine which concerns on embodiment of this invention. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on related technology. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on related technology. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on related technology. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on related technology. It is a figure which shows the log | history of the bending load concerning a crank journal at the time of changing the overbalance rate [%] of a counterweight. It is a figure explaining the direction of the bending load concerning a crank journal. It is a figure explaining the design value required for calculation of the overbalance rate [%] of a counterweight. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on related technology. It is a figure which shows the result of having calculated the unbalance force which arises by the phase difference between a primary balancer and a piston. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on related technology. It is a figure explaining the unbalance force which arises when the counterweight is set to the overbalance side in the internal combustion engine which concerns on related technology. It is a figure which shows the outline of the internal structure of the internal combustion engine which concerns on related technology.

Explanation of symbols

  12 main cylinders, 13 combustion chambers, 14-1, 14-2 sub cylinders, 16 main cylinder pistons, 18 main cylinder connecting rods, 20 crankshafts, 26-1, 26-2 sub cylinder pistons, 28-1 , 28-2 Connecting rod for sub cylinder, 42 Crank pin for main cylinder, 44-1, 44-2 Crank pin for sub cylinder, 46-1 to 46-4 Crank journal, 52 Counter weight for main cylinder, 54-1 , 54-2 Counterweight for sub cylinder.

Claims (13)

A main cylinder in which a piston for a main cylinder connected to a crankshaft through a connecting rod for a main cylinder reciprocates by combustion of fuel; and
A pair of sub-cylinders, each of which is a cylinder in which a sub-cylinder piston connected to a crankshaft via a sub-cylinder connecting rod reciprocates;
With
The crankshaft includes a main cylinder crankpin connected to the main cylinder connecting rod, and a sub cylinder crankpin connected to the sub cylinder connecting rod,
The crank pin for the main cylinder and the crank pin for the sub cylinder are arranged on opposite sides with respect to the rotation center axis of the crankshaft, and the distance to the rotation center axis of the crankshaft is set equal.
The length of the connecting rod for the sub cylinder is set equal to the length of the connecting rod for the main cylinder, and the total mass of the piston for the sub cylinder and the total mass of the connecting rod for the sub cylinder are the mass of the piston for the main cylinder and the main cylinder, respectively. Is set to be approximately equal to the mass of the connecting rod for
In a direction parallel to the rotation center axis of the crankshaft, a pair of sub-cylinders are arranged to face each other and a main cylinder is arranged between them,
The mass of one sub-cylinder piston is mp1, the mass of the other sub-cylinder piston is mp2, the mass of one sub-cylinder connecting rod is mq1, the mass of the other sub-cylinder connecting rod is mq2, and one sub-cylinder And the distance between the central axis of the main cylinder and the central axis of the main cylinder is y1, and the distance between the central axis of the other sub-cylinder and the central axis of the main cylinder is y2.
(Mp1 + mq1) × y1 = (mp2 + mq2) × y2
An internal combustion engine characterized by substantially satisfying The internal combustion engine according to claim 1,
mp1 * y1 = mp2 * y2 and mq1 * y1 = mq2 * y2
An internal combustion engine characterized by substantially satisfying An internal combustion engine according to claim 2,
y1 = y2
An internal combustion engine characterized by substantially satisfying The internal combustion engine according to any one of claims 1 to 3,
An internal combustion engine characterized in that the center of gravity of the crankshaft is set on the center axis of rotation of the crankshaft. An internal combustion engine according to any one of claims 1 to 4,
An internal combustion engine characterized in that the total mass of the sub-cylinder crank pins is set to be substantially equal to the mass of the main cylinder crank pins. An internal combustion engine according to any one of claims 1 to 5,
On the crankshaft, a main cylinder counterweight is disposed on the opposite side of the crankshaft for the main cylinder with the rotation center axis of the crankshaft interposed therebetween, and a subcylinder counterweight is disposed on the subcylinder with the rotation center axis of the crankshaft interposed therebetween. It is arranged on the opposite side of the crankpin for
An internal combustion engine characterized in that a main cylinder counterweight and a subcylinder counterweight are both set on the overbalance side. The internal combustion engine according to claim 6,
An internal combustion engine characterized in that the total mass moment of the counter weight for the sub cylinder is set to be substantially equal to the mass moment of the counter weight for the main cylinder. The internal combustion engine according to any one of claims 1 to 7,
When a crank offset is set for the main cylinder,
A crank offset is set for the sub-cylinder.
An internal combustion engine characterized in that the main cylinder and the sub cylinder have opposite crank offset directions and the same crank offset amount. An internal combustion engine according to any one of claims 1 to 8,
When the piston pin offset is set for the main cylinder piston,
Piston pin offset is set for the piston for the sub cylinder.
An internal combustion engine characterized in that a piston for a main cylinder and a piston for a sub cylinder have mutually opposite piston pin offset directions, and the piston pin offset amount is set equal. An internal combustion engine according to any one of claims 1 to 9,
An internal combustion engine characterized by not burning fuel in the sub-cylinder. An internal combustion engine according to claim 10,
An internal combustion engine characterized in that an end of a sub-cylinder piston top surface side in the sub-cylinder is opened. The internal combustion engine according to any one of claims 1 to 11,
The sub-cylinder piston includes an internal combustion engine including a piston main body that reciprocates within the sub-cylinder, and a mass adjusting component that can be attached to and detached from the piston main body. A main cylinder that reciprocates a main cylinder piston connected to a crankshaft via a connecting rod for the main cylinder to compress the fluid;
A pair of sub-cylinders, each of which is a cylinder in which a sub-cylinder piston connected to a crankshaft via a sub-cylinder connecting rod reciprocates;
With
The crankshaft includes a main cylinder crankpin connected to the main cylinder connecting rod, and a sub cylinder crankpin connected to the sub cylinder connecting rod,
The crank pin for the main cylinder and the crank pin for the sub cylinder are arranged on opposite sides with respect to the rotation center axis of the crankshaft, and the distance to the rotation center axis of the crankshaft is set equal.
The length of the connecting rod for the sub cylinder is set equal to the length of the connecting rod for the main cylinder, and the total mass of the piston for the sub cylinder and the total mass of the connecting rod for the sub cylinder are the mass of the main cylinder piston and the main cylinder, respectively. Is set to be approximately equal to the mass of the connecting rod for
In a direction parallel to the rotation center axis of the crankshaft, a pair of sub-cylinders are arranged to face each other and a main cylinder is arranged between them,
The mass of the piston for one sub cylinder is mp1, the mass of the piston for the other sub cylinder is mp2, the mass of the connecting rod for one sub cylinder is mq1, the mass of the connecting rod for the other sub cylinder is mq2, and the one sub cylinder And the distance between the central axis of the main cylinder and the central axis of the main cylinder is y1, and the distance between the central axis of the other sub-cylinder and the central axis of the main cylinder is y2.
(Mp1 + mq1) × y1 = (mp2 + mq2) × y2
A compressor characterized by substantially satisfying

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