JP2010196691A - In-line multiple cylinder reciprocating engine using hypocycloid planetary gear mechanism without counter weight - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve miniaturization and weight saving, low rigidity, high strength, low vibration, low fuel consumption, and exhaust gas purification by using a hypocycloid planetary gear mechanism instead of a piston crank mechanism, in an in-line multiple cylinder reciprocating engine which is high pressure, low speed, and long stroke. <P>SOLUTION: The hypocycloid planetary gear mechanism for a single cylinder reciprocating engine (called as a unit mechanism for short) without a counter weight and a dynamical model thereof are produced, and, using them, a method in which inertia force of a reciprocating mass and the moment around a shaft orthogonal to the crank shaft are put into balance by a mechanism of a multiple cylinder engine is constructed. Using the method, in the mechanism of the in-line multiple cylinder reciprocating engine, a special arrangement in-line 6, 10, or 12 cylinder 2 stroke cycloid reciprocating mechanism and a special arrangement in-line 12 cylinder 4 stroke cycloid reciprocating mechanism having a mechanism in which the unit mechanisms having the same crank angles and different crank angles are suitably arranged are devised. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

The present invention relates to an in-line multi-cylinder reciprocating engine using a hypocycloid planetary gear mechanism that can balance an inertial force and a moment about an axis perpendicular to the crankshaft without a balancing weight. It opens the way to high-pressure, low-speed, and long-stroke reciprocating engines with clean exhaust gas that has high strength, low vibration, and low fuel consumption.
In the following, the hypocycloid planetary gear mechanism is the cycloid mechanism, the reciprocating engine using the hypocycloid planetary gear mechanism is the cycloid reciprocating engine, and the in-line multi-cylinder reciprocating operation using the hypocycloid planetary gear mechanism of the present invention without a counterweight. The engine is abbreviated as an in-line multi-cylinder cycloid reciprocating engine or this engine.

So far, a reciprocating engine and a pump device (including a compressor) using a cycloid mechanism instead of the piston crank mechanism of FIG. 2 have been proposed (see Patent Document 1, Patent Document 2 and Non-Patent Document 1). ).
FIGS. 3 and 4 show the principle of the movement and inertia balancing of the cycloid mechanism and the basic structure that embodies this principle, respectively. 3 and 4, the reference pitch circle diameter 2e of the reference pitch circle diameter 2e, which is rotatably supported by the crankpin bearing 35 on the stationary internal gear 53 of the reference pitch circle diameter 4e fixed to the crankcase 1 and the crankpin F36, will be described. planetary gears 51b GaKamiai, while rotating at an angular velocity ω to the planetary gear crankpin axis O ₂ around it revolves at an angular velocity ω in the opposite direction to the crankshaft axis O ₁ around. In this case, the axis O ₃ of rotation eccentric plate 51a that is on the pitch cylindrical surface of the planetary gear 51b performs a linear reciprocating motion of the stroke 4e on the cylinder center line C (. Referred reciprocating). The reciprocating motion is rotatably supported on the rotation eccentric disc 51 a via the rotation eccentric disc bearing 54, and becomes the movement of the integral piston 41 guided by the cylinder 21. Thus, reciprocating movement of the integral piston 41, two uniform rotary motion in opposite directions to each other, i.e., when the rotation eccentricity Release 51a of the eccentric amount e is rotates the crank pin axis O ₂ around the same time, the crank radius crankshaft 3 e is created by revolving at the same angular velocity in the opposite direction to the crankshaft axis O ₁ around. Therefore, as illustrated in FIG 3, the inertial force I _R and moments occurring reciprocating mass M _R of the cycloid mechanism, as in the case of a rotating body which performs rotation and revolution at a constant speed, the center of gravity A in a radial distance R _A when satisfying the revolution is the center of gravity B counterbalance mass _{M B} relational expression (1) and (2) in rotation counterweight mass _{M a} and the radial distance _{R B} is, the inertial force _{I a} occurring mass _{M a} and _{M B} and perfectly balanced and _{I B.} This is called the perfect balance theory of the cycloid mechanism. In addition, since it is easy to develop this in a dynamic manner, the description is omitted.

上記のように，ピストンクランク機構との比較において、サイクロイド機構の基本的な特長は以下のように整理される。
「ピストンの往復動は、サイクロイド機構では静止内歯車と遊星歯車の歯数比が２：１の等速運動機構である遊星歯車機構により創成される往復動であり、ピストンクランク機構ではシリンダによるピストンの強制案内と不等速運動機構であるリンク機構により創成される往復動である。このため、ピストンクランク機構を用いた往復動機関では不可避のクランク半径とコンロッド長さの比に関係して発生するシリンダ側圧（ピストン側圧）および慣性不つりあいを，サイクロイド機関では除去できる。」
この特長に拠り、ピストンクランク機構を用いた往復動機関に比べて、シリンダ及びクランクケースの低剛性化、摩擦損失、ピストンスラップ，振動および燃焼ガス漏れの低減、上死点近傍の低ピストン速度，適切なロングストロークと燃焼室形状の最適化などに拠る燃焼状態の改善、さらなる高圧・ロングストローク化による高トルク化と低速化を期待できるなど、サイクロイド往復動機関の実用可能性は高く評価できる。このように、機関、ポンプ、コンプレッサの分野で応用の可能性を有しているものの、図２および図４の比較で明らかなように，サイクロイド往復動機関は，構造が複雑で，寸法・重量が大きくなり，さらに，軸受直径の増大やクランクピンおよび遊星歯車の強度が制約されるなどの問題があり，その普及が進んでいないだけでなく，実用に向けた取り組みすらほとんど見当たらないのが現状である。

As described above, the basic features of the cycloid mechanism are summarized as follows in comparison with the piston crank mechanism.
“The reciprocating motion of the piston is a reciprocating motion created by a planetary gear mechanism that is a constant speed motion mechanism in which the gear ratio of the stationary internal gear and the planetary gear is 2: 1 in the cycloid mechanism. This is a reciprocating motion created by a link mechanism, which is an inconstant speed motion mechanism, and is therefore generated in relation to the ratio of the crank radius and connecting rod length, which is unavoidable in a reciprocating engine using a piston crank mechanism. The cylinder side pressure (piston side pressure) and inertia imbalance can be removed by the cycloid engine. "
Based on this feature, compared to a reciprocating engine using a piston crank mechanism, lower cylinder and crankcase rigidity, reduced friction loss, piston slap, vibration and combustion gas leakage, lower piston speed near top dead center, The feasibility of cycloid reciprocating engines can be highly evaluated, such as improvement of combustion conditions by optimizing the appropriate long stroke and combustion chamber shape, and expecting higher torque and lower speed by further increasing high pressure and long stroke. As described above, although there is a possibility of application in the fields of engines, pumps, and compressors, the cycloid reciprocating engine is complicated in structure and has dimensions and weight, as is apparent from the comparison between FIG. 2 and FIG. In addition, there is a problem that the bearing diameter is increased and the strength of the crankpin and the planetary gear is restricted, and not only is it not popularized, but there are almost no practical efforts. It is.

  JP 09-119301 A   Japanese Patent Laid-Open No. 2000-073701

  Norman H.M. Beachley and Martha A.B. Lenz, “A Critical Evaluation of the Geared Hypocycloid Mechanical for Internal Application, SAE Technical Paper Series 88606”.

A high-pressure, low-speed, and long-stroke cycloid reciprocating engine was conceived to take advantage of the features of the cycloid mechanism. By adopting a low speed / long stroke, the problem of insufficient crankpin and planetary gear strength encountered in application to high speed / short stroke engines used in automobiles and an increase in bearing diameter will not be a problem. On the other hand, the problem that arises in this concept is the increase in the size and weight of the cycloid reciprocating engine due to the long stroke and the improvement of the complex structure.
The present invention provides further utilization of the features of the cycloid mechanism, the solution of this problem, and the possibility of combustion improvement by optimizing the long stroke and the combustion chamber shape, and provides high pressure, high torque, low speed, cylinder and crank. It opens the way to a high-quality reciprocating engine with low rigidity, low friction loss, low vibration, low fuel consumption, and clean exhaust gas.

  The object of the present invention is to increase the shape and weight of the long piston, rotation balance weight and revolution balance weight generated by the long stroke, increase the size of the crankcase and improve the complex structure of the crank part. As a solution, we focused on removing the balance weight. This removal is important for high-speed cycloid reciprocating engines designed for automobiles, in which it is important to balance the inertial force and moment of the reciprocating mass and to reduce the inertial load of each part. Has never been picked up so far. In other words, this was the first issue derived from the idea of improving the quality of high-speed, low-speed, and long-stroke reciprocating engines using a cycloid mechanism.

4 is removed from the basic structure of the cycloid mechanism shown in FIG. 4, and the cycloid mechanism shown in FIGS. 5 and 6 using a crank web as a journal is used as a unit mechanism of a single cylinder engine in the direction of the crankshaft. Concatenated to make multiple cylinders. A multi-cylinder may be configured with either one of the left and right gear train unit cycloid mechanisms, or may be configured with appropriate mixing, but the selection is not the essence of this means, so only this presentation is provided. Hereinafter, description will be made using the left gear train unit cycloid mechanism of the engine of FIG. This mechanism, which is a unit constituting a multi-cylinder, is named a unit mechanism, and an engine of the unit mechanism is named a unit engine.
First, in order to derive the method of removing the balance weight, the complete balance theory in the cycloid mechanism described in the background art is clarified and further extended to intuitively and dynamically analyze the inertial force and moment dynamics generated in the unit mechanism. As can be considered, a dynamic model in which the mass of each part is concentrated on the rotation eccentric disk axis O ₃ and the crankpin axis O ₂ that reciprocate is constructed as follows. The cycloid mechanism is a constant speed gear mechanism. The balance of inertial force and its moment and the lumped mass dynamics model are essentially different from the conventional mechanism which is an inconstant velocity motion link mechanism. Incidentally, as is practical in the dynamics of the engine, the angular acceleration of the revolution around the rotation the crank axis O ₁ of about crankpin axis O ₂ of the planetary gear 51b is set to zero.
1) Since the integrated piston 41 and the rotation eccentric disk bearing 54 all reciprocate together with the rotation eccentric disk axis O ₃ , these masses can be regarded as concentrated masses on the axis O ₃ .
2) the mass of the center of gravity of the portions and the crank pin bearing 35, except for rotation eccentric plate 51a of the stepped planetary gear rotates eccentrically Release 51 is on the axis O _2.
3) the central axis of the mass of the crank pin 33a portion except for the insertion portion of the crank pin fitting hole 31a is on the axis O _2.
4) The inertial force generated in the rotating eccentric disc 51a having a through hole having the same outer diameter as the crank pin bearing 35 is handled as follows. First, a cylinder having the same shape as the through hole and made of the same material as the rotation eccentric disc 51a is assumed. At this time, the center of gravity axis of the virtual rotation eccentric disk filled with the virtual cylinder is on the rotation eccentric disk axis O ₃ . The center of gravity of the imaginary cylinder is on the crankpin axis O _2. Therefore, the mass of the virtual rotating eccentric disk is concentrated on the center of gravity on the axis O ₃ , and the mass of the virtual cylinder is concentrated on the center of gravity on the axis O ₂ . At this time, the inertial force generated in the rotating eccentric disc 51a is obtained by subtracting the inertial force generated in the latter from the inertial force generated in the former.
From the above analysis, the inertial force and moment generated in the cycloid mechanism with the counterweight removed can be obtained from the following concentrated mass system.
1) concentrating the integral piston 41, rotation eccentric Release bearing 54 and the virtual rotation eccentric Release of the mass of the total of M ₃ a rotation eccentric plate axis thereof of the center of gravity of the heart O ₃ G30.
2) The mass of the virtual cylinder from the sum of the mass of the rotation eccentric disc 51 with the planetary gear 51 excluding the rotation eccentric disc 51a, the crankpin bearing 35, and the crankpin 33a portion excluding the insertion portion into the crankpin insertion hole 31a. the mass M ₂ minus the focus on their center of gravity G20 of the crankpin axis O _2.
FIG. 5 shows a concentrated mass system model of the unit mechanism created as described above.

Intuitive way to balance the inertial forces by a multi-cylinder of, and, as can be systematically studied, in lumped mass system model constructed in the previous section, the inertial force generated in the mass M _3, the crank axis O _{1 (z} the moment _{T 3} and the acting force _{F 3} to the point G3 on the axis _{O 1} of the shaft) around the inertial force generated in the mass _{M 2,} is converted to the acting force _{F 2} to a point G2 on the axis _{O 1} .
At this time, from the motion shown in FIG. 3 and the concentrated mass system model of FIG. 5, these forces and moments at the crank angle θ are given by the following equations.

なお，上式のｋはｚ_ｃ軸向きの単位ベクトルである。
これら慣性力及びそれから生じるモーメントを多気筒化によりつりあわせる。なお，質量Ｍ_３の慣性力によるモーメントＴ_３は不つりあいとして残留する場合があるが，高速機関の場合と異なり，高圧，かつ，低速の本機関では問題を生じない。

Note that k in the above equation is a unit vector directed to the _zc axis.
These inertial forces and the moments resulting from them are balanced by multicylinders. The moment T ₃ due to the inertial force of the mass M ₃ may remain as an unbalance, but unlike the high-speed engine, there is no problem with the high-pressure and low-speed engine.

According preceding analysis, the inertial force F ₃ and inertial force F _2, so as to satisfy the following conditions, by disposing connecting the unit mechanism at the appropriate crank phase angle in the crankshaft direction (z-axis direction), of the engine Configure the mechanism.
1) to zero the sum of the inertial force F ₃ of the mass M ₃ generated for each cylinder.
2) to zero the sum of moments about the y-axis by inertial force F ₃ that occurs for each cylinder.
3) to zero the sum of the centrifugal force F ₂ of the revolving mass M ₂ generated for each cylinder.
4) to zero each of the sum of the moments around x-axis and y-axis by the centrifugal force F ₂ generated in each cylinder.

In accordance with the method described in the preceding paragraph, the mechanism of this engine with an in-line N (N is an even number equal to or greater than 4) cylinder 4-stroke that explodes and burns at equal crank angle intervals is constructed by the following procedure.
1) The crank angle of the unit mechanism in the N-cylinder engine is determined by a known method.
N unit mechanisms constituting an N cylinder and having a crank angle interval of (720 / N) deg are defined.
2) to zero each of the sum of the centrifugal force F ₂ of the inertial force F ₃ and the mass M ₂ of the mass M ₃ generated for each cylinder.
These are satisfied when following item 1).
3) to zero the sum of moments about the y-axis by inertial force F ₃ of the mass M ₃ generated for each cylinder.
A unit mechanism having the same crank angle is symmetrically arranged with respect to the crankshaft central plane O-xy and connected in the crankshaft direction to form a mechanism of an in-line N-cylinder engine. The type of unit mechanism arrangement on either side of the crankshaft center plane is the number of permutations of (N / 2) unit engines with different crank angles placed on one side of the crankshaft center plane.
4) The sum of moments around the x and y axes due to the centrifugal force F ₂ of mass M ₂ generated for each cylinder is set to zero.
These are satisfied when following item 3).
As described above, required balancing is realized by arranging and connecting unit mechanisms having the same crank angle symmetrically with respect to the crankshaft central plane O-xy in the crankshaft direction.
This is named as a mechanism of a symmetrically arranged series N (N is an even number of 4 or more) cylinder four-stroke cycloid reciprocating engine (abbreviated as a symmetric N-cylinder four-stroke cycloid reciprocating engine). With this mechanism, the inertial force and the moments about the x and y axes in a symmetric N-cylinder four-stroke cycloid reciprocating engine can be balanced without a weight.

In accordance with the means described in the paragraph [0015], the mechanism configuration of this engine having two strokes in series 2n (n is an integer of 2 or more) cylinders that explode and burn at equal crank angle intervals is constructed in the following procedure.
1) The crank phase angle of the unit mechanism in the n-cylinder engine is determined by a known method.
An n unit mechanism that constitutes an n cylinder and has a crank angle interval of (360 / n) deg is defined.
2) In the n cylinders, each of the sum of the inertial force F ₃ and the centrifugal force F ₂ of the mass M ₂ of the mass M ₃ generated for each cylinder is zero.
These are satisfied when following item 1).
3) In 2n cylinders, to zero the sum of moments about the y-axis by inertial force F ₃ of the mass M ₃ generated for each cylinder.
The mechanism of the in-line n-cylinder two-stroke engine according to item 1) and the mechanism of the in-line n-cylinder two-stroke engine with a mirror-symmetric unit mechanism arrangement with respect to a plane perpendicular to the crankshaft are connected to the crankshaft in the crankshaft direction. Thus, the mechanism of the 2n cylinder 2-stroke engine is adopted. This engine of the same crank angle unit mechanism is a double acting that operates simultaneously. The type of unit mechanism arrangement on either side of the crankshaft central plane is the number of permutations of n unit mechanisms having different crank angles.
4) In the 2n cylinder, the sum of the moments around the x and y axes due to the centrifugal force F ₂ of the mass M ₂ generated for each cylinder is set to zero.
These are satisfied when following item 3).
As described above, the unit mechanisms having the same crank angle are arranged and connected symmetrically with respect to the crankshaft central plane O-xy. Since two unit engines of the same crank angle unit mechanism arranged symmetrically explode and burn simultaneously, a symmetrically arranged in-line 2n cylinder (n is an integer of 2 or more), 2-stroke double-acting cycloid reciprocating engine (symmetric 2n The mechanism is abbreviated as a cylinder 2-stroke double-acting cycloid reciprocating engine. In addition, it can also be used as a 2n-cylinder single-acting cycloid reciprocating engine in which each cylinder is burned and exploded once every two rotations of the crank.
This mechanism makes it possible to balance the inertial force of the symmetric 2n-cylinder 2-stroke double-acting cycloid reciprocating engine and the moments about the x and y axes without a counterweight.

  Regardless of the symmetrical arrangement, the unit mechanism arrangement is examined according to the method described in the paragraph 0015 for a series N (N is an integer of 3 ≦ N ≦ 12) cylinder two-stroke cycloid reciprocating engine, and N = 6, 10 or 12, the balance weight is obtained by appropriately combining the couple due to the inertial force of the reciprocating mass generated in the two unit mechanisms having a crank angle phase difference of 180 deg sandwiching the ((N / 2) -1) unit mechanisms in the crankshaft direction. We have found a configuration that can balance the inertial force and its moments about the x and y axes without the need. This is named the mechanism of a specially arranged series N (N is 6, 10 or 12) cylinder two-stroke cycloid reciprocating engine (abbreviated as a special N-cylinder two-stroke cycloid reciprocating engine). This unit mechanism arrangement will be described in the embodiment. Further, in an in-line multi-cylinder cycloid reciprocating engine having more than 12 cylinders, the number of cylinders is set to 12 or less because the couple around the x and y axes can be reduced to a practically satisfactory level.

  Regardless of the symmetrical arrangement, the two units of the crank angle differ in the same way as in the previous section for the in-line N (N is an integer of 3 ≦ N ≦ 12) cylinder 4-stroke cycloid reciprocating engine. For each mechanism group, the arrangement of unit mechanisms was examined, and a configuration was found in which N = 12 and the inertial force and the moments about the x and y axes could be balanced without a balancing weight without a balancing weight. This is named the mechanism of a specially arranged in-line 12-cylinder 4-stroke cycloid reciprocating engine (abbreviated as a special 12-cylinder 4-stroke cycloid reciprocating engine). This unit mechanism arrangement will be described in the embodiment. Further, in an in-line multi-cylinder cycloid reciprocating engine having more than 12 cylinders, the number of cylinders is set to 12 or less because the couple around the x and y axes can be reduced to a practically satisfactory level.

In the cycloid mechanism of the engine according to claims 1, 2, 3, 4 and 5, as shown in FIG. 11, the axial center O ₃ of the rotating eccentric disc 51a caused by the shape dimensions, assembly error, elastic deformation, etc. of the component parts is formed. In order to obtain a smooth movement even if there is a reciprocal movement error, the piston 61 and the connecting rod 7 are separated from each other and are connected by a piston pin 62, and between them, a minute rotation around the axis of the pin 62 and In order to enable sliding in the axial direction, and to facilitate assembly, the connecting rod large end portion is split like the connecting rod large end portion A72b and connecting rod large end portion B73, and is connected in series with a screw 74. Multi-cylinder cycloid reciprocating engine.

  7. A pump apparatus using the mechanism of the engine according to claim 1, 2, 3, 4, 5, and 6.

  According to the inventions of claims 1, 2, 3, 4, 5 and 6, the strength problems of the cycloid mechanism are solved, and high strength, low rigidity structure, low friction loss, low vibration, low fuel consumption, low speed, The creation of a high-power, high-pressure, high-pressure, low-speed, and long-stroke in-line multi-cylinder reciprocating engine can be expected.

  According to the first, second, third, fourth, fifth and sixth aspects of the invention, the road to the optimization of the combustion chamber shape is pioneered, and in addition to the long stroke and the low piston speed, low fuel consumption and exhaust gas purification are expected it can.

  According to the invention described in claim 2, the high-pressure, low-speed, and long-stroke in-line multi-cylinder four-stroke reciprocating engine described in claim 1 can be expected.

  According to the invention described in claim 3, the high-pressure, low-speed, and long-stroke in-line multi-cylinder two-stroke double-acting reciprocating engine described in claim 1 can be expected.

  According to the invention described in claim 4, the high-pressure, low-speed, and long-stroke in-line multi-cylinder two-stroke reciprocating engine described in claim 1 can be expected.

  According to the invention described in claim 5, it is possible to expect the highly practical high-pressure, low-speed and long-stroke in-line multi-cylinder four-stroke reciprocating engine described in claim 1.

  According to the invention described in claim 6, even if there are various errors, in the high-pressure, low-speed, long-stroke in-line multi-cylinder reciprocating engine described in claim 1, a smooth reciprocating motion is created in the piston. Therefore, high efficiency can be expected along with reduction of combustion gas leakage.

  According to the invention described in claim 7, a highly practical reciprocating pump of high pressure, low speed, low rigidity structure, low friction loss and low vibration can be expected.

  It is a longitudinal cross-sectional view which shows the example of a mechanism of the symmetrical arrangement | sequence 4 cylinder 4 stroke cycloid reciprocating engine which connected the unit mechanism which concerns on this invention, and balanced the inertial force and its moment. (It is a longitudinal sectional view showing an example of a mechanism of a symmetrically arranged in-line four-cylinder two-stroke double-acting cycloid reciprocating engine in which unit mechanisms according to the present invention are connected and inertia force and moment thereof are balanced.)   It is a longitudinal cross-sectional view which shows the basic structure of the piston crank mechanism which concerns on the background of this invention   It is explanatory drawing of the motion and inertia balance principle of a cycloid mechanism which concerns on the background of this invention.   It is a longitudinal cross-sectional view which shows the basic structure of the cycloid mechanism based on the background of this invention.   The longitudinal cross-sectional view showing the basic structure of the left gear train unit cycloid mechanism from which the counterweight was removed using the crank web journal according to the present invention, and the concentrated mass system display for analyzing the inertial force and moment generated in this structure. is there.   It is a longitudinal cross-sectional view which shows the basic structure of the right gear train unit cycloid mechanism which removed the counterweight using the crank web journal which concerns on this invention.   It is explanatory drawing of the inertial force of the mechanism of the symmetrical arrangement | sequence 4 cylinder 4-stroke cycloid reciprocating engine comprised with the unit mechanism based on this invention, and its moment balance example.   It is explanatory drawing of the inertial force of the mechanism of the symmetrical arrangement | sequence 4 cylinder 2 stroke double acting cycloid reciprocating engine comprised with the unit mechanism which concerns on this invention, and its moment balance example.   It is explanatory drawing of the inertial force of the mechanism of the special arrangement | positioning inline 6 cylinder 2 stroke cycloid reciprocating engine comprised with the unit mechanism which concerns on this invention, and its moment balance example.   It is a longitudinal cross-sectional view which shows the example of a mechanism of the special arrangement | positioning inline 6 cylinder 2 stroke cycloid reciprocating engine which connected the unit mechanism which concerns on invention, and balanced the inertial force and its moment.   It is a longitudinal cross-sectional view which shows the structural example of the piston unit which connected the piston and the connecting rod with the piston pin, and divided the connecting rod big end part into two.

  The present invention is disclosed by the embodiment shown in FIGS. In this specification, the cylinder head intake / exhaust valve, cylinder part scavenging / exhaust port, ignition plug, fuel injection nozzle, and other technologies, oil seals, oil passages, Since the lubrication pump and screw fastening with parts divided are well known, they are omitted.

In FIG. 5, the structural members of the basic unit engine mechanism will be described.
A reciprocating motion is made with a stroke 4e in the crankcase 3, a crankshaft 3 of a crank radius e rotatably supported through a crank web bearing 32 and a crank web bearing 34 with a crank pin, and a cylinder 21 attached to the crankcase 1. An integral piston 41 rotatably supported by a rotation eccentric disk 51a of an eccentric amount e via a rotation eccentric disk bearing 54, and a crank pin 33a interposed between the integral piston 41 and the crankshaft 3. The planetary gear mechanism 5 including a planetary gear-equipped rotation eccentric disk 51 rotatably supported via a crankpin bearing 35 and a stationary internal gear 53 fixed to a crankcase is a main member. The planetary gear 51b has a reference pitch circle diameter of 2e, and the stationary internal gear 53 has a reference pitch circle diameter of 4e.
The mechanism of this engine pays attention to the crank angle, and this unit mechanism is appropriately arranged and connected in the direction of the crankshaft.

  From 0009 to 0015, which describes the lumped mass system model constructed and how to use it, so that the balance of inertial force and moment by the combination of unit mechanisms without balancing weights can be carried out intuitively and systematically. An example of this engine constructed by using 0016 to 0019, which is a specific balancing method, is shown below.

  By the means described in the paragraph (0016), a symmetrical N (N is 4 or more), wherein unit mechanisms having the same crank angle are symmetrically arranged with respect to the crankshaft central plane O-xy and connected in the crankshaft direction. As an example of an even-numbered cylinder four-stroke cycloid reciprocating engine, an explanatory diagram and an example of mechanism of inertia balance of a symmetrical four-cylinder four-stroke cycloid reciprocating engine are shown in FIGS. In a four-cylinder equidistant explosion combustion engine, the crank phase angle φJ (J = 1 to 4) indicating the ignition order is 0, 180, 360 (0) and 540 (0, respectively) with the reference cylinder as 0 degrees. 180) degrees. The crank angle is shown in parentheses. Also, the engine ignition order was the cylinder number. When the crankshaft is rotated in the positive direction around the z-axis at the angular velocity ω, the inertial force generated in the cylinder J (J = 1 to 4) shown in FIG. .

The sum of the inertial forces becomes zero as apparent from the relational expressions (7), (8) and (9), and the inertial forces are balanced inside the mechanism.
As shown in FIG. 7A, moments around the y-axis due to inertial force are zero due to F3x1, F3x2, F3x3 and F3x4, and moments due to F2x1, F2x2, F2x3 and F2x4 are also zero. Balance inside.
As shown in FIG. 7B, moments around the x-axis due to inertial force are balanced inside the mechanism because the moments caused by F2y1, F2y2, F2y3, and F2y4 are zero.
As apparent from the above description, not only the unit mechanism arrangement of FIG. 7 but also the mechanism of the unit engine arrangement in which the left cylinders 1 and 4 and the right cylinders 2 and 3 of the crankshaft central plane O-xy are respectively replaced. Can be configured. That is, when the former is determined, the latter is determined. Therefore, in this engine, in the unit mechanism arrangement on the left side of the plane O-xy, a different arrangement equal to the number of permutations is possible.
FIG. 1 shows an example of the mechanism configuration of a symmetrical four-cylinder four-stroke cycloid reciprocating engine in which inertial forces are balanced without a counterweight.

From the relational expression (6), the total moment T ₃ around the z-axis due to the inertial force of each unit mechanism is expressed by the following expression.

As an example of a symmetric 2n-cylinder 2-stroke double-acting cycloid reciprocating engine constructed according to the means described in 0017, an explanatory diagram and an example of the mechanism of inertia balance of a symmetric 4-cylinder 2-stroke double-acting cycloid reciprocating engine are shown in FIG. And shown in FIG. The reference cylinder is 0 degree, and the crank phase angle φJL (J = 1, 2) indicating the ignition sequence J (J = 1, 2) is 0 and 180 degrees. The cylinder number L (L = 1 to 4) is as shown, and its structure is the same as that of the symmetrical four-cylinder four-stroke cyclo engine described in item 0038.
The unit engine having the same crank angle is a double-acting engine that explodes and burns simultaneously. However, when the crankshaft is rotated in the positive direction at an angular velocity ω around the axis z axis, the crank angle position θ of the cylinder 1 in FIG. The inertial force and moment generated in the cylinder L (L = 1 to 4) are the same as those in the symmetrical four-cylinder four-stroke cycloid reciprocating engine described in the item 0035, and thus the description thereof is omitted.
As is clear from this description, not only the unit mechanism arrangement of FIG. 8 but also the unit mechanism arrangement on the left side of the plane O-xy allows different arrangements equal to the number of permutations in this engine.
FIG. 1 shows an example of the mechanism configuration of a symmetrical four-cylinder two-stroke double-acting cycloid reciprocating engine in which inertial forces are balanced without a counterweight. This is the same as the mechanism configuration of the symmetrical four-cylinder four-stroke cycloid reciprocating engine.

  FIG. 9 and FIG. 10 are respectively an explanatory diagram and a mechanism example of balancing of a special 6-cylinder two-stroke cycloid reciprocating engine in which inertia is balanced without a balancing weight according to the means described in 0018. Shown in In a six-cylinder equidistant combustion explosion engine, the crank phase angle φJ indicating the ignition sequence J (J = 1 to 6) is 0, 60, 120, 180, 240, and 300 degrees, respectively. Also, the engine ignition order was the cylinder number. When the crankshaft is rotated in the positive direction around the axial center z-axis at an angular velocity ω, the inertial force generated in the cylinder J (J = 1 to 6) shown in FIG. .

The sum of the inertial forces becomes zero as apparent from the relational expressions (11), (12) and (13), and the inertial forces are balanced inside the mechanism.
As shown in FIG. 9 (a), the moment around the y-axis due to the inertial force is the couple of F3x4 and F3x1, the couple of F3x6 and F3x3 and the total of the couple of F3x2 and F3x5, and the couple of F2x4 and F2x1. , F2x6 and F2x3 couples, and F2x2 and F2x5 couples are summed to zero and balanced inside the mechanism.
As shown in FIG. 9B, the moments around the x-axis due to the inertial force are balanced within the mechanism because the couple of forces F2y4 and F2y1, the couple of F2y6 and F2y3, and the couple of forces F2y2 and F2y5 are zero.
The types of arrangement of unit mechanisms are briefly described below. As is apparent from the above description, not only the unit mechanism arrangement of FIG. 9 but also an arrangement in which any two of the three sets of cylinders 1 and 4, cylinders 2 and 5, and cylinders 3 and 6 are replaced. That is, a mechanism of unit mechanism arrangements with different numbers of permutations of the three pairs of pairs can be configured, and the number of different unit mechanism arrangements equal to the product of the number and the number of permutations of the two unit mechanisms constituting each pair. You can configure the mechanism. Similarly, the types of inertia balance and unit mechanism arrangement can be explained for the 10 and 12 cylinders.
FIG. 10 shows a configuration example of a mechanism of a special 6-cylinder two-stroke cycloid reciprocating engine in which inertial forces are balanced without a counterweight.

From the relational expression (6), the total moment T ₃ around the z-axis due to the inertial force of each unit mechanism is balanced inside the mechanism as in the following expression.

A method for constructing a special 12-cylinder four-stroke cycloid reciprocating engine in which inertial force is balanced without a counterweight according to the means described in 0019, regardless of the symmetrical arrangement will be described. In a 12-cylinder equidistant combustion explosion engine, the crank phase angle φJ indicating the ignition sequence J (J = 1 to 12) is 0, 60, 120, 180, 240, 300, 360 (0), 420 (60), 480 (120), 540 (180), 600 (240) and 660 (300) degrees. The angle in parentheses indicates the crank angle. The cylinder number is the ignition order of the engine.
First, 6 unit mechanisms with different crank angles are extracted from 12 unit mechanisms composed of two unit mechanism pairs with the same crank angle and different ignition orders, and set as mechanism group A, and the remaining units. Let the mechanism group be mechanism group B. At this time, the crank angles of the unit mechanisms constituting both mechanism groups are 0, 60, 120, 180, 240, and 300, respectively. Therefore, in each of the mechanism groups A and B, the unit mechanism arrangement for balancing the inertia force and the moment can be determined in the same manner as the mechanism of the special 6-cylinder two-stroke cycloid reciprocating engine described in the paragraphs 0042 to 0048. .
Next, a special 12-cylinder four-stroke cycloid reciprocating engine can be configured by connecting the mechanisms of the six-cylinder engines configured in the mechanism groups A and B in this manner in the crankshaft direction.
As described above, after the mechanism group A is extracted, it is basically the same as the special 6-cylinder two-stroke cycloid reciprocating engine, and thus description of balancing and the like is omitted.
As described above, in the first stage of extracting six unit mechanisms having different crank angles from 12 unit mechanisms composed of six pairs of two unit mechanisms having the same crank angle and different ignition orders. There are many types of unit mechanism arrangements, but there are many, but it is not the essence of the invention, so the explanation is omitted.

  The crankshaft 3 will be described. The crankshaft 3 is rotatably supported on the crankcase 1 via a crank web bearing 32 and a crank web bearing 34 with a crank pin in a crank web 31 and a crank web 33 with a crank pin. The crankshaft 33 a is an assembly crankshaft that press-fits the crankpin 33 a into the crankpin insertion hole 31 a of the crank web 31.

The integrated piston 41 that is a reciprocating member will be described.
As shown in FIGS. 5, 1 and 10, the integrated piston 41 reciprocates in the cylinder 21, and the piston 41a has a piston ring 42 on its periphery, and the piston rod 41b has a large end. The portion 41c is rotatably connected to the rotation eccentric disc 51a via the rotation eccentric disc bearing 54.
As a reciprocating error tolerance structure, instead of the integrated piston 41, the piston 61 and the connecting rod unit 7 are separated as shown in FIG. Allow for fine movement and again. From the viewpoint of assembly, it is also possible to divide the large end portion of the connecting rod unit and fasten the connecting rod large end portion B73 as a separate part with the connecting rod large end portion A72b and the screw 74.

A description will be given of the planetary gear mechanism 5 for reciprocating the piston 41a.
The rotating eccentric disc 51 with planetary gears is rotatably fitted to the crank pin 33 a via the crank pin bearing 35, and the rotating eccentric disc 51 a portion is integrated with a large integrated piston via the rotating eccentric disc bearing 54. The end 41c is rotatably fitted inside.
Then, the planetary gear 51b is engaged with the stationary internal gear 53 fixed to the crank case 1, the stepped planetary gear rotates eccentrically Release 51, the crank pin axis O ₂ rotating at the same time as the crank axis O ₁ of the angular velocity ω around The revolution of the surrounding angular velocity ω is given. Incidentally, for reciprocating the shaft center O ₃ of the piston large end 41c stroke 4e, the reference pitch circle diameter of the planetary gear 51b and the stationary internal gear 53 are each 2e and 4e, the crank radius and rotation of the crankshaft 3 The amount of eccentricity of the eccentric disc 51a is e, respectively.

DESCRIPTION OF SYMBOLS 1 Crankcase 1a Crank chamber 21 Cylinder 22 Cylinder head 22a Working chamber 3 Crankshaft 31 Crank web 31a Crank pin insertion hole 32 Crank web bearing 33 Crank web with crank pin 33a Crank pin 34 Crank web bearing with crank pin 36 Crank pin F
37 Crank Web with Revolving Balance Weight 37a Revolving Balance Weight 41 Integrated Piston 41a Piston 41b Piston Rod 41c Piston Large End 42 Piston Ring 5 Planetary Gear Mechanism 51 Rotating Eccentric Disk with Planetary Gear 51a Rotating Eccentric Disk 51b Planetary Gear 52 Rotating Balance Weight 53 Static internal gear 54 Rotating eccentric disc bearing 6 Piston unit 61 Piston 62 Piston pin 7 Connecting rod unit 71a Connecting rod small end 72b Connecting rod large end A
73 Connecting Rod Large End B
74 Connecting rod large end fastening screw C / C _{1 to} C ₆ Cylinder shaft center O ₁ Crank shaft center O ₂ Crank pin shaft center O ₃ Rotating eccentric disc shaft center O Origin (center point of crank shaft center)
O-xyz right rectangular coordinate system x cylinder axis direction of the coordinate axis z crank axis coordinate axes O-xy crankshaft center plane O _c cylinder axis and the crank axis the intersection _{O c -x} c _y c _z c right rectangular coordinate system x _c cylinder axis of the coordinate axes z _c crankshaft cylinder spacing of the crank axis direction in the coordinate axis u multi-cylinder engine heart θ crank angle φJ ignition sequence J, cylinders J crank phase angle φJL firing order J, cylinders L of the crank in phase angle ω crank angular M ₂ units mechanism, in the mass M ₃ units mechanism obtained by subtracting the mass of the virtual cylinder from the total mass of the crank pin bearing 34 and Kuranpin 37, integral piston 41, piston ring 42 and the virtual rotation eccentric in the center of gravity G30 units mechanism of mass _{M 2} in total G20 unit mechanism of the board of the mass, the same reciprocating the mass _{M 3} Axis O ₃ and in Siri Sunda axis of intersection G2 unit mechanism, the cylinder axis and the crankshaft axis O in a flat plane and the axis O ₁ of the intersection G3 units mechanism perpendicular to the crank axis O ₁ passing through the point G20 to perform point _{G 2} of the _first intersection G2J cylinder J
Point _{G 3} of G3J cylinder J
In the F2X unit mechanism, the x component of the inertia force generated in the mass M _{2 In the} F2Y unit mechanism, the y component of the inertia force generated in the mass M _{2 In the} F3X unit mechanism, the inertia force generated in the mass M ₃ F2XJ In the mass M ₂ of the cylinder J inertial force of the x component F2YJ cylinder J of the mass of _{M 2} occurring inertial force y component F3XJ cylinder J inertia 1k crankcase K caused the mass _{M 3} of occurring
1ak Crank chamber K
21k Cylinder K
22k Cylinder head K
3k crankshaft K
31k Crank web K
33k Crankpin K
35k crankpin bearing K
42k piston ring K
7k Connecting rod K
61k Piston K
62k piston pin 63k piston pin bearing K
O _1k crankshaft K axis O _2k crankpin K axis

Claims (7)

  A multi-cylinder reciprocating engine of a series multi-cylinder reciprocating engine in which a hypocycloid planetary mechanism for a single cylinder engine without a balancing weight is used as a unit mechanism and is connected in the crankshaft direction to balance the inertial force and the moment around the axis perpendicular to the crankshaft Using the mechanism, compact, lightweight, high strength, low vibration, high torque, high output, low fuel consumption, high-pressure, low-speed, and long-stroke in-line multi-cylinder 4-stroke and 2-stroke cycloid reciprocation giving the possibility of clean exhaust gas A dynamic organization.   2. An in-line multi-cylinder four-stroke cycloid reciprocating engine according to claim 1, wherein N (N is an even number greater than or equal to 4) cylinder four-strokes in which unit mechanisms having the same crank angle are arranged symmetrically with respect to a plane perpendicular to the crankshaft. A symmetrically arranged in-line N-cylinder four-stroke cycloid reciprocating engine with the mechanism of the engine.   2. An in-line multi-cylinder two-stroke cycloid reciprocating engine according to claim 1, wherein a unit mechanism is arranged and connected for an in-line n (n is an integer of 2 or more) cylinder two-stroke engine, and a plane perpendicular to the crankshaft. , And a symmetrically arranged series 2n having a mechanism of an inline 2n cylinder 2-stroke double-acting reciprocating engine in which a unit engine arrangement of mirror symmetry is connected in the direction of the crankshaft and unit engines of the same crank angle unit mechanism operate simultaneously. Cylinder 2-stroke double-acting cycloid reciprocating engine.   The in-line multi-cylinder two-stroke cycloid reciprocating engine according to claim 1, wherein the specially arranged in-line 6, 10 or 12 cylinder has a mechanism of an in-line 6, 10 or 12-cylinder two-stroke engine constructed by appropriately arranging unit mechanisms. 2-stroke cycloid reciprocating engine.   2. An in-line multi-cylinder four-stroke cycloid reciprocating engine according to claim 1, wherein two sets of six-unit mechanisms having different crank angles are arranged in an appropriate manner and each has an in-line 12-cylinder four-stroke engine mechanism. 12 cylinder 4 stroke cycloid reciprocating engine.   6. The mechanism of an in-line multi-cylinder cycloidal reciprocating engine according to claim 1, 2, 3, 4 and 5, wherein the piston and the connecting rod are separate parts, and both are connected by a cylindrical piston pin, around and around the axis. An in-line multi-cylinder cycloid reciprocating engine that allows minute rotation and sliding, and has a mechanism that makes it easy to manufacture by connecting the large end of the connecting rod into two parts and screwing them together.   A pump device using the mechanism of an in-line multi-cylinder cycloid reciprocating engine according to claim 1, 2, 3, 4, 5, and 6.

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