JP2023137627A - Crankless horizontally-opposed engine - Google Patents

Abstract

To provide a crankless horizontally opposed engine which can abolish a conventional crank mechanism, and is achieved in the weight reduction of the engine, the reduction of friction, the reduction of secondary vibration and so forth.SOLUTION: A crankless horizontally-opposed engine 1 has a pair of cylindrical cylinders 10 which are arranged in parallel with each other, a pair of pistons 21 oppositely arranged on a linear line so as to be oriented outward in crown faces with respect to each other, and a linear connecting rod 22 for connecting a pair of the pistons 21. The engine also comprises: a pair of piston assemblies 20 which are linearly accommodated in a pair of the cylinders 10 so as to be oscillatory while being displaced in phases at 180°; an oscillation member 30 attached to the connecting rod 22 of a pair of the piston assemblies 20 so as to be oscillatory, and converting a linear oscillatory motion of a pair of the piston assemblies 20 to an oscillation motion; and a conversion mechanism 40 for converting the oscillation motion of the oscillation member 30 to a rotation motion in a constant direction, and outputting it.SELECTED DRAWING: Figure 1

Description

The present invention relates to a crankless horizontally opposed engine.

Typically, a reciprocating engine includes a connecting rod and a crankshaft, and is equipped with a crank mechanism that converts reciprocating motion of a piston into rotational motion. The crankshaft is provided with a plurality of main journals that are supported by bearings and a plurality of crank pins that are connected to connecting rods. In the crankshaft, the center of the main journal and the center of the crank pin are eccentrically located when viewed from the axial direction, so when the piston is pushed down by the combustion pressure of the air-fuel mixture, the reciprocating linear motion of the piston is converted into rotational motion via the connecting rod. The crankshaft rotates around the central axis of the main journal (for example, see Patent Document 1).

Japanese Patent Application Publication No. 7-27126

As mentioned above, conventional reciprocating engines require a crank mechanism to convert the reciprocating motion of the piston into rotational motion, which increases weight, friction, and secondary vibration (relative to the stroke). This includes problems such as the occurrence of vertical vibrations.

The present invention has been made to solve the above problems, and provides a crank that can eliminate the conventional crank mechanism, reduce the weight of the engine, reduce friction, and reduce secondary vibration. The purpose is to provide a horizontally opposed engine.

A crankless horizontally opposed engine according to one aspect of the present invention includes a cylindrical cylinder, a pair of pistons that are arranged opposite each other on a straight line so that their crown surfaces face each other outward, and a straight line that connects the pair of pistons. A piston assembly has a connecting rod shaped like a shape and is housed in a cylinder so as to be able to freely reciprocate in a straight line, and a rocker is attached to the connecting rod of the piston assembly so as to be swingable and converts the linear reciprocating motion of the piston assembly into a rocking motion. It is characterized by comprising a member and a conversion mechanism that converts the swinging motion of the swinging member into a rotational motion in a fixed direction and outputs the same.

According to the present invention, the conventional crank mechanism can be abolished, and it is possible to reduce the weight of the engine, reduce friction, and reduce secondary vibration.

FIG. 2 is a diagram schematically showing the configuration of a cylinder, a piston assembly, a swinging member, etc. that constitute the crankless horizontally opposed engine according to the first embodiment. FIG. 3 is a diagram showing the configuration of a conversion mechanism that configures the crankless horizontally opposed engine according to the first embodiment. FIG. 3 is a diagram showing the configuration of a rotational fluctuation suppressing mechanism that constitutes the crankless horizontally opposed engine according to the first embodiment. It is a figure which shows typically the generator which comprises the crankless horizontally opposed engine based on 2nd Embodiment. FIG. 7 is a cross-sectional view schematically showing a variable compression ratio member that constitutes a crankless horizontally opposed engine according to a third embodiment. It is a figure which shows typically the structure of a cylinder, a piston assembly, a rocking|swiveling member, etc. which comprise the crankless horizontally opposed engine based on 4th Embodiment. It is a figure showing the composition of the conversion mechanism which constitutes the crankless horizontally opposed engine concerning a 4th embodiment. It is a figure which shows the other example of the conversion mechanism which comprises the crankless horizontally opposed engine based on 4th Embodiment.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In addition, in the figures, the same reference numerals are used for the same or corresponding parts. In each figure, the same elements are given the same reference numerals and redundant explanations will be omitted.

(First embodiment)
First, the configuration of the crankless horizontally opposed engine 1 according to the first embodiment will be explained using FIGS. 1 to 3 together. FIG. 1 is a diagram schematically showing the configuration of a cylinder 10, a piston assembly 20, a swinging member 30, etc. that constitute a crankless horizontally opposed engine 1. As shown in FIG. FIG. 2 is a diagram showing the configuration of the conversion mechanism 40 that constitutes the crankless horizontally opposed engine 1. As shown in FIG. FIG. 3 is a diagram showing the configuration of the rotational fluctuation suppressing mechanism 50 that constitutes the crankless horizontally opposed engine 1. As shown in FIG. Note that this embodiment will be described using a four-cylinder engine as an example.

The crankless horizontally opposed engine (hereinafter also simply referred to as the "engine") 1 eliminates the conventional crank mechanism and has functions that reduce the weight of the engine, reduce friction, and reduce secondary vibration. ing.

Therefore, the crankless horizontally opposed engine 1 mainly includes a cylinder head 1a, a cylinder block 1b, a pair of cylinders 10 formed in the cylinder block 1b, a pair of piston assemblies 20, a swinging member 30, a conversion mechanism 40, and a rotating It is configured to include a fluctuation suppression mechanism 50 and the like.

A pair (plurality) of cylindrical cylinders 10 are arranged parallel to each other (side-by-side). Each of the pair of piston assemblies 20 substantially rigidly connects the pair of pistons 21 that are arranged facing each other on a straight line (coaxially) so that their crown surfaces (top surfaces) face each other outward. It has a straight (rod-shaped) connecting rod 22. Each of the pair of piston assemblies 20 is accommodated in each of the pair of cylinders 10 so as to be capable of linear reciprocating movement with a phase shift of 180° from each other. Therefore, as shown in FIG. 1, for example, when the first cylinder (#1) is located at the top dead center, the third cylinder (#3) is located at the bottom dead center. In FIG. 1, the upper left is the first cylinder (#1), the lower left is the second cylinder (#2), the upper right is the third cylinder (#3), and the lower right is the fourth cylinder (#4).

A pin 22a is provided at the center of the connecting rod 22 of the piston assemblies 20, protruding in a direction perpendicular to a plane including the connecting rods 22 of both piston assemblies 20. The pin 22a protrudes to the outside of the cylinder 10 (cylinder block 1b).

The swinging member 30 is swingably attached to the connecting rod 22 of the pair of piston assemblies 20 on the outside of the cylinder block 1b (cylinder 10), and swings in response to the linear reciprocating motion of the pair of piston assemblies 20. (i.e., converting linear reciprocating motion into oscillating motion). The main body portion 30a of the swinging member 30 is a plate-like member formed into a substantially rectangular shape. A pair of through grooves 30c are formed in the body portion 30a of the swinging member 30 at symmetrical positions along the longitudinal direction, through which the pin 22a of the connecting rod 22 is slidably inserted.

Further, the swinging member 30 has one end protruding from the swing axis (swing center) of the swinging member 30, and rotates in one direction (normal rotation) and in the other direction according to the swinging of the swinging member 30. It has a swing shaft 30b that repeats rotation in the direction (reverse rotation). The swing shaft 30b is rotatably supported by the cylinder block 1b of the engine 1 (between one cylinder 10 and the other cylinder 10 (center)). The linear reciprocating motion of the piston assembly 20 (pin 22a) causes a rocking motion of the rocking member 30 with the rocking shaft 30b as the rocking axis (i.e., rotation of the rocking shaft 30b in one direction (normal rotation)). and rotation in the other direction (reversal)).

As shown in FIG. 2, a conversion mechanism 40 is connected to the swing shaft 30b of the swing member 30. The conversion mechanism 40 converts the rocking motion of the rocking member 30 (that is, the repeated motion of rotation of the rocking shaft 30b in one direction (normal rotation) and rotation in the other direction (reverse rotation)) into a rotational motion in a fixed direction. Convert and output.

Therefore, the conversion mechanism 40 mainly includes a first gear 41 and a second gear 42, a third gear 43 and a fourth gear 44 including a one-way clutch 46, and an output shaft 47.

The first gear 41 and the second gear 42 have the same diameter and the same number of teeth. The first gear 41 and the second gear 42 are arranged parallel to each other, coaxially, and facing each other. An output shaft 47 is provided protruding from the rotating shaft of the first gear 41 .

The third gear 43 is connected to the other end of the swing shaft 30b that is perpendicular to the rotational axes of the first gear 41 and the second gear 42. The third gear 43 is configured to include a one-way clutch 46 that transmits only rotational torque in one direction (normal rotation) of the rocking shaft 30b, and idles when the swing shaft 30b rotates in the other direction (reverse rotation). . As the one-way clutch 46, for example, a known clutch such as a roller type, cam type, or sprag type can be used.

The fourth gear 44 has the same diameter and the same number of teeth as the third gear 43. The fourth gear 44 is connected to the swing shaft 30b at a position symmetrical to the third gear 43 with respect to the rotation axes of the first gear 41 and the second gear 42. That is, the third gear 43 and the fourth gear 44 are arranged parallel to each other, coaxially, and facing each other. Further, the third gear 43 and the fourth gear 44 are arranged to be orthogonal to the first gear 41 and the second gear 42.

The fourth gear 44 is configured to include a one-way clutch 46 that transmits only the rotational (reverse) torque of the rocking shaft 30b in the other direction and idles when the swinging shaft 30b rotates in one direction (normal rotation). . Therefore, the one-way clutch 46 of the third gear 43 and the one-way clutch 46 of the fourth gear 44 transmit rotation (torque) in opposite directions.

The third gear 43 and the fourth gear 44 mesh with the first gear 41 and the second gear 42, respectively. The third gear 43, the fourth gear 44, the first gear 41, and the second gear 42 can be, for example, bevel gears. Therefore, the rotation of the swing shaft 30b in one direction (normal rotation) is converted by the third gear 43 into rotation of the first gear 41 (i.e., the output shaft 47) in a fixed direction, and the rotation of the swing shaft 30b in the other direction. The rotation (reverse rotation) of is converted by the fourth gear 44 into rotation of the first gear 41 (that is, the output shaft 47) in a constant direction. It is preferable that the conversion mechanism 40 has both the third gear 43 and the fourth gear 44, but it is also possible to have only one of them (that is, even if only one of them can be converted into rotational motion).

A rotational fluctuation suppression mechanism 50 is connected to the output shaft 47 of the conversion mechanism 40 . The rotational fluctuation suppression mechanism 50 is. Suppresses (reduces) rotational fluctuations of the output shaft 47. Therefore, the rotational fluctuation suppressing mechanism 50 mainly includes an electric motor 51, a planetary gear 52, and a control unit (ECU) 53.

The electric motor 51 is an electric motor that converts supplied electric power into torque. The planetary gear 52 is connected to the output shaft 47, and is connected to a sun gear 52a to which engine torque (driving torque) is input, a planetary carrier 52b to which engine torque (driving torque) is output, and an electric motor 51 for torque transmission. and a ring gear 52c.

The control unit 53 has a rotation sensor 54 such as a magnetic pickup that detects the rotation of the output shaft 47, and controls (drives) the electric motor 51 to suppress rotational fluctuations of the output shaft 47 based on the detection result. )do.

Note that it is preferable to provide a flywheel (not shown) downstream of the output shaft 47 of the rotational fluctuation suppressing mechanism 50.

Note that, in the cylinder head 1a, an intake port 11 and an exhaust port 13 are formed for each cylinder 10, similarly to a conventional engine. Each intake port 11 and exhaust port 13 are provided with an intake valve 12 and an exhaust valve 14 that open and close the intake port 11 and exhaust port 13, respectively.

Each cylinder 10 of the engine 1 is equipped with an injector (not shown) that injects fuel. Furthermore, a spark plug (not shown) for igniting the air-fuel mixture for each cylinder 10 and a built-in igniter coil for applying a high voltage to the spark plug are attached to the cylinder head 1a. In each cylinder 10 of the engine 1, a mixture of intake air and fuel injected by an injector is ignited by a spark plug and combusted. The exhaust gas after combustion is exhausted through the exhaust port 13 and the exhaust pipe.

With the configuration described above, first, the piston assembly 20 performs a linear reciprocating motion due to the combustion pressure of the air-fuel mixture, and the linear reciprocating motion of the piston assembly 20 is caused by the swinging member 30 to move the piston assembly 20 back and forth in a straight line. This is converted into a rocking motion (that is, a repetitive motion of rotation of the rocking shaft 30b in one direction (normal rotation) and rotation in the other direction (reverse rotation)). Next, the swinging motion of the swinging member 30 is converted by the conversion mechanism 40 into a rotational motion of the output shaft 47 in a fixed direction. Then, the rotational fluctuation of the output shaft 47 is suppressed by the rotational fluctuation suppressing mechanism 50 and outputted.

As described in detail above, according to the present embodiment, the conventional crank mechanism can be abolished, thereby eliminating increases in weight, increase in friction, generation of secondary vibrations, etc. caused by the crank mechanism. As a result, it becomes possible to eliminate the conventional crank mechanism and achieve weight reduction of the engine, reduction of friction, reduction of secondary vibration, etc.

In particular, friction can be reduced by linearly reciprocating the piston assembly 20 while fixing the piston 21 substantially rigidly to eliminate oscillation. Furthermore, friction can also be reduced by reducing the number of rotating parts compared to conventional crank mechanisms.

(Second embodiment)
Next, the configuration of the crankless horizontally opposed engine 1B according to the second embodiment, particularly the configuration of the generator 60 that configures the crankless horizontally opposed engine 1B, will be described using FIG. 4. FIG. 4 is a diagram schematically showing a generator 60 that constitutes the crankless horizontally opposed engine 1B. In FIG. 4, the same or equivalent components as in the first embodiment are designated by the same reference numerals.

The crankless horizontally opposed engine 1B differs from the first embodiment described above in that it further includes a generator 60. The generator 60 includes a permanent magnet 61 attached to the connecting rod 22 of the piston assembly 20 and a coil 62 disposed around the outer periphery of the cylinder 10.

The permanent magnet 61 and the coil 62 are, for example, formed in a cylindrical shape. The coil 62 is arranged along the outer periphery of the cylinder 10 so as to face the permanent magnet 61 . Further, a material other than metal is used for the center portion of the cylinder 10 where the coil 62 is arranged (below the piston skirt when the piston 21 is located at the bottom dead center).

As the piston assembly 20 reciprocates in a straight line, the permanent magnet 61 reciprocates in a straight line, so that the magnetic flux passing through the coil 62 changes and an electromotive force is generated in the coil 62 . Therefore, electric power can be directly extracted from the linear reciprocating motion of the piston assembly 20 to which the permanent magnet 61 is attached.

The other configurations are the same or similar to the first embodiment described above, so detailed explanations will be omitted here.

According to this embodiment, by using a mechanism that directly extracts electric power from the reciprocating motion of the piston assembly 20 (permanent magnet 61), it is possible to improve power conversion efficiency, reduce weight, and the like.

(Third embodiment)
Next, the configuration of the crankless horizontally opposed engine 1C according to the third embodiment, particularly the configuration of the compression ratio variable member 70 that configures the crankless horizontally opposed engine 1C, will be described using FIG. 5. FIG. 5 is a diagram schematically showing the variable compression ratio member 70 that constitutes the crankless horizontally opposed engine 1C. In addition, in FIG. 5, the same reference numerals are attached to the same or equivalent components as in the first embodiment.

The crankless horizontally opposed engine 1C differs from the first embodiment described above in that it further includes a variable compression ratio member (mechanism) 70. The variable compression ratio member 70 has a U-shaped (or tuning-fork) tip that is split into two parts, and when the split tip comes into contact with the swinging swing member 30, the swing of the swing member 30 is controlled. The angle (oscillation range) is regulated (variable), the stroke amount of the piston 21 is changed, and the geometric compression ratio is continuously varied.

In FIG. 5, when the compression ratio variable member 70 is moved upward in the drawing, the swing angle of the swing member 30 becomes smaller (the stroke amount of the piston 21 becomes smaller), and the compression ratio decreases. On the other hand, when the compression ratio variable member 70 is moved downward in the drawing, the swing angle of the swing member 30 becomes larger (the stroke amount of the piston 21 becomes larger), and the compression ratio becomes higher.

Position control (drive control) of the compression ratio variable member 70 is performed by a control unit (ECU) 53. The control unit 53 has, for example, an accelerator opening sensor 55 that detects the amount of depression of the accelerator pedal (accelerator opening), and based on the detection result (accelerator opening), controls an electric actuator 56 (for example, an electric motor). to adjust the position of the variable compression ratio member 70. Note that instead of the electric actuator 56, for example, a hydraulic actuator or the like may be used.

For example, in the fully open (WOT) region, the control unit 53 moves the compression ratio variable member 70 upward in the drawing (that is, lowers the compression ratio). On the other hand, the control unit 53 moves the compression ratio variable member 70 downward in the drawing (that is, increases the compression ratio), for example, in the partial region.

The other configurations are the same or similar to the first embodiment described above, so detailed explanations will be omitted here.

According to the present embodiment, by controlling the position of the compression ratio variable member 70 (that is, varying the compression ratio), the compression ratio is increased in the partial region to improve thermal efficiency, and the compression ratio is lowered in the fully open (WOT) region to increase the output power. It can contribute to improvement and increase of λ (excess air ratio)1.

(Fourth embodiment)
Next, the configuration of the crankless horizontally opposed engine 1D according to the fourth embodiment will be described with reference to FIGS. 6 to 8. FIG. 6 is a diagram schematically showing the configuration of the cylinder 10, piston assembly 20, swing member 30, etc. that constitute the crankless horizontally opposed engine 1D. FIG. 7 is a diagram showing the configuration of a conversion mechanism 40D that constitutes the crankless horizontally opposed engine 1D. FIG. 8 is a diagram showing another conversion mechanism 40DD constituting the crankless horizontally opposed engine 1D. Note that in FIGS. 6 to 8, the same or equivalent components as in the first embodiment are given the same reference numerals.

The crankless horizontally opposed engine 1D is an expanded version of the four-cylinder engine according to the first embodiment described above into a six-cylinder engine. Therefore, the crankless horizontally opposed engine 1D mainly includes three cylinders 10 arranged in parallel, three piston assemblies 20 housed in each of the three cylinders 10, and two swinging members 30 (the central piston The swinging member 30 attached to the assembly 20 and the piston assembly 20 on the left side of the drawing, the swinging member 30 attached to the central piston assembly 20 and the piston assembly 20 on the right side of the drawing, the conversion mechanism 40D, and the rotational fluctuation A suppression mechanism 50 is provided. Here, the cylinder 10, the piston assembly 20, the swinging member 30, and the rotational fluctuation suppressing mechanism 50 are the same or similar to those in the first embodiment described above, so detailed explanations will be omitted here.

The conversion mechanism 40D shown in FIG. 7 converts the rocking motion of each of the two rocking members 30 into a rotational motion in a fixed direction and outputs the same. Therefore, the conversion mechanism 40D mainly includes a fifth gear 45, a sixth gear 48, a seventh gear 49, and an output shaft 47.

The fifth gear 45 is connected to the other end of one swing shaft 30b. The fifth gear 45 is configured to include a one-way clutch 46 that transmits only rotational torque in one direction (normal rotation) of one of the swing shafts 30b, and idles when the rotation in the other direction (reverse rotation) occurs. ing. As the one-way clutch 46, for example, a known clutch such as a roller type, cam type, or sprag type can be used.

The sixth gear 48 is connected to the other end of the other swing shaft 30b. The sixth gear 48 is configured to include a one-way clutch 46 that transmits only rotational torque in one direction (normal rotation) of the other swing shaft 30b, and idles when the other swing shaft 30b rotates in the other direction (reverse rotation). ing. Therefore, the one-way clutch 46 of the fifth gear 45 and the one-way clutch 46 of the sixth gear 48 mutually transmit rotation (torque) in the same direction.

Further, the fifth gear 45 and the sixth gear 48 mesh with a seventh gear 49 disposed between the fifth gear 45 and the sixth gear 48 . Furthermore, an output shaft 47 is provided to protrude from the rotating shaft of the seventh gear 49 . Therefore, rotation in one direction (normal rotation) of one swing shaft 30b is converted by the fifth gear 45 into rotation of the seventh gear 49 (i.e., output shaft 47) in a fixed direction, and the rotation of the other swing shaft 30b The rotation in one direction (normal rotation) is converted by the sixth gear 48 into the rotation of the seventh gear 49 (ie, the output shaft 47) in a fixed direction.

On the other hand, as shown in FIG. 8, a configuration without the seventh gear 49 is also possible. The conversion mechanism 40DD according to the modification shown in FIG. 8 mainly includes a fifth gear 45', a sixth gear 48, and an output shaft 47.

The fifth gear 45' is connected to the other end of one swing shaft 30b. The fifth gear 45' includes a one-way clutch 46 that transmits only the rotation (reverse rotation) torque of one swing shaft 30b in the other direction, and idles when the rotation in one direction (normal rotation) occurs. has been done.

The sixth gear 48 is connected to the other end of the other swing shaft 30b. The sixth gear 48 is configured to include a one-way clutch 46 that transmits only rotational torque in one direction (normal rotation) of the other swing shaft 30b, and idles when the other swing shaft 30b rotates in the other direction (reverse rotation). ing. Therefore, the one-way clutch 46 of the fifth gear 45' and the one-way clutch 46 of the sixth gear 48 transmit rotation (torque) in opposite directions.

The fifth gear 45' and the sixth gear 48 mesh with each other. Furthermore, an output shaft 47 is provided to protrude from the rotating shaft of the fifth gear 45'. Therefore, the rotation (reverse rotation) of one of the swing shafts 30b in the other direction is converted by the fifth gear 45' into rotation of the output shaft 47 in a fixed direction, and the rotation of the other swing shaft 30b in one direction ( The normal rotation) is converted by the sixth gear 48 into rotation of the output shaft 47 in a constant direction.

In addition (further), a configuration may be adopted in which gas (EGR (Exhaust Gas Recirculation) or unburned air) is distributed from the central cylinder 10 to the left and right cylinders 10. For example, when the central cylinder 10 burns, exhaust gas is sent to the left and right cylinders 10 as EGR. In addition, at that time, the EGR amount is adjusted by the EGR valve. On the other hand, when the central cylinder 10 does not burn, unburned air is sent to the left and right cylinders 10. In either case, it is possible to aim for a supercharging effect by compressing in the central cylinder 10.

The other configurations are the same or similar to the first embodiment described above, so detailed explanations will be omitted here.

According to this embodiment, the crankless horizontally opposed engine can be expanded (applied) to six cylinders. Furthermore, it is possible to improve the output by increasing the number of cylinders (increasing the displacement).

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments and can be modified in various ways. For example, in the above embodiment, the present invention is applied to a 4-cylinder engine or a 6-cylinder engine, but the present invention is not limited to a 4-cylinder engine or a 6-cylinder engine; It can also be applied to engines with eight or more cylinders.

Further, in the above embodiment, the swinging member 30, the conversion mechanism 40, etc. are arranged outside the cylinder block 1b, but the swinging member 30, the conversion mechanism 40, etc. may be arranged inside the cylinder block 1b.

Further, the dimensions, materials, and other specific numerical values shown in the above embodiments are merely illustrative to facilitate understanding of the present invention, and do not limit the present invention unless otherwise specified.

1, 1B, 1C, 1D Crankless horizontally opposed engine 1a Cylinder head 1b Cylinder block 10 Cylinder 11 Intake port 12 Intake valve 13 Exhaust port 14 Exhaust valve 20 Piston assembly 21 Piston 22 Connecting rod 22a Pin 30 Swinging member 30a Main body 30b Swing shaft 30c Penetration groove 40, 40D, 40DD Conversion mechanism 41 1st gear 42 2nd gear 43 3rd gear 44 4th gear 45, 45' 5th gear 46 One-way clutch 47 Output shaft 48 6th gear 49 7th gear 50 Rotation fluctuation suppression mechanism 51 Electric motor 52 Planetary gear 52a Sun gear 52b Planetary carrier 52c Ring gear 53 Control unit (ECU)
54 Rotation sensor 55 Accelerator opening sensor 56 Electric actuator (electric motor)
60 Generator
61 Permanent magnet 62 Coil 70 Compression ratio variable member

Claims (7)

a cylindrical cylinder,
A pair of pistons arranged opposite each other on a straight line so that their crown surfaces face each other outward, and a straight connecting rod connecting the pair of pistons, and the piston is housed in the cylinder so as to be able to freely reciprocate in a straight line. Assy and
a swinging member that is swingably attached to a connecting rod of the piston assembly and converts linear reciprocating motion of the piston assembly into swinging motion;
A crankless horizontally opposed engine comprising: a conversion mechanism that converts the rocking motion of the rocking member into a rotational motion in a fixed direction and outputs the same. a plurality of cylindrical cylinders arranged parallel to each other;
A pair of pistons are arranged to face each other on a straight line so that their crown surfaces face outward, and a straight connecting rod connects the pair of pistons, and each of the plurality of cylinders has a phase of 180 degrees with respect to the other. A plurality of piston assemblies housed in a staggered manner so that they can freely reciprocate in a straight line;
a swinging member that is swingably attached to a connecting rod of the plurality of piston assemblies and converts a linear reciprocating motion of the plurality of piston assemblies into a swinging motion;
A crankless horizontally opposed engine comprising: a conversion mechanism that converts the rocking motion of the rocking member into a rotational motion in a fixed direction and outputs the same. The swinging member is
a rocking shaft whose one end protrudes from the rocking shaft of the rocking member, and which repeats rotation in one direction and rotation in the other direction in response to rocking of the rocking member;
The conversion mechanism is
A first gear and a second gear that are arranged opposite to each other in parallel and coaxially;
an output shaft protruding from the rotating shaft of the first gear;
It is connected to the other end side of the swing shaft that is perpendicular to the rotational axes of the first gear and the second gear, and transmits only the rotational torque of the swing shaft in one direction, and prevents rotation in the other direction. includes a one-way clutch that spins idly, and a third gear that meshes with each of the first gear and the second gear;
The crankless horizontally opposed engine according to claim 1 or 2, characterized in that it has: connected to the swing shaft at a position symmetrical to the third gear with respect to the rotation axes of the first gear and second gear, and transmits only the rotational torque of the swing shaft in the other direction, and in one direction. 4. The crankless horizontally opposed engine according to claim 3, further comprising a one-way clutch that idles when the engine rotates, and further comprising a fourth gear meshing with each of the first gear and the second gear. electric motor and
A planetary gear including a sun gear connected to the output shaft and inputted with engine torque, a planetary carrier outputted with the engine torque, and a ring gear connected to the electric motor so as to be capable of transmitting torque;
5. The crankless horizontally opposed engine according to claim 4, further comprising a rotational fluctuation suppression mechanism including a control unit that controls the electric motor so as to suppress rotational fluctuations of the output shaft. a permanent magnet attached to a connecting rod of the piston assembly;
The crankless horizontally opposed engine according to claim 1 or 2, further comprising a generator having a coil disposed around the outer periphery of the cylinder. A variable compression ratio member whose tip is bifurcated, and the bifurcated tip abuts the swinging member to regulate the swing angle of the swinging member and vary the compression ratio. The crankless horizontally opposed engine according to claim 1 or 2, further comprising: a crankless horizontally opposed engine according to claim 1;

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