JP6656614B2 - Opposed piston engine - Google Patents

Description

  The present invention relates to an opposed-piston engine, and more particularly, to an opposed-piston engine in which each engine unit disposed opposite to each other has an independent cylinder or the like.

  2. Description of the Related Art Conventionally, opposed piston engines having effects such as low vibration have been developed. In this type of opposed piston engine, two pistons opposed to each other are configured to reciprocate linearly, thereby exhibiting a vibration damping effect during engine operation.

  Patent Literature 1 describes an example of the above-described opposed piston engine. Specifically, in this opposed-piston type engine, one cylinder is formed in the engine block, and inside this cylinder, two piston heads reciprocate so as to face each other. Further, a volume space that is continuous with the cylinder is formed, and an intake valve, an exhaust valve, and a spark plug are disposed in the volume space. By doing so, it is possible to easily assemble the cylinder and improve the casting efficiency of the cylinder.

Japanese Patent No. 5508604

  However, in the engine described in Patent Document 1 described above, it is difficult to achieve high output and the shape of the combustion chamber is complicated, so there is room for improving the combustion toughness.

  Specifically, as described above, in the engine according to the background art, since the intake port and the exhaust port are provided in the volume space formed to extend from the cylinder to the side, the intake port In addition, the connection between the exhaust port and the cylinder is complicated, and the intake efficiency and the exhaust efficiency are reduced. Therefore, there is a problem that it is not easy to increase the output from the engine.

  Further, as described above, since the shape of the combustion chamber including the cylinder and the volume space is complicated, for example, the emission amount of HC (hydrocarbon) increases at low temperatures, and the toughness during combustion decreases. There were challenges. Furthermore, since the combustion chamber composed of the cylinder and the volume space has an irregular shape compared to the cylinder of a general engine, local deformation of the cylinder occurs due to uneven transfer of heat during engine operation. There was a problem that would be.

  Furthermore, the engine described in Patent Literature 1 has a crankshaft reversal synchronization mechanism including a plurality of gears and a timing belt in order to reversely synchronize one side of the crankshaft with the other side of the crankshaft. However, there is a problem that the provision of the dedicated portion for that purpose complicates the configuration of the entire engine and increases the weight.

  The present invention has been made in view of the above circumstances, and aims to obtain a large output, improve combustion toughness, and reversely synchronize crankshafts provided in each engine unit. An object of the present invention is to provide an opposed-piston engine in which the configuration of a crankshaft reversal synchronization mechanism is simplified.

The opposed-piston engine of the present invention includes a first cylinder, a first piston reciprocating inside the first cylinder, a first crankshaft converting the reciprocating motion of the first piston into a rotational motion, A first engine unit having a first connecting rod that movably connects one piston and the first crankshaft, and a first valve provided in the first cylinder; and a separate body from the first cylinder. A second cylinder facing the second cylinder, a second piston reciprocating inside the second cylinder, a second crankshaft converting the reciprocating motion of the second piston into a rotary motion, the second piston and the second piston. A second engine portion having a second connecting rod movably connecting the crankshaft and a second valve provided on the second cylinder; The first crankshaft of the first engine unit, a crankshaft reversal synchronization mechanism for synchronously reversing the second crankshaft of the second engine unit, the crankshaft reversal synchronization mechanism, It said first engine, is disposed between the second engine part, the first cylinder and the second cylinder is characterized that you form individual combustion chamber.

Further, in the opposed piston engine of the present invention, the first engine portion and the second engine portion are joined .

The opposed-piston engine of the present invention includes a first cylinder, a first piston reciprocating inside the first cylinder, a first crankshaft converting the reciprocating motion of the first piston into a rotational motion, A first engine unit having a first connecting rod that movably connects one piston and the first crankshaft, and a first valve provided in the first cylinder; and a separate body from the first cylinder. A second cylinder facing the second cylinder, a second piston reciprocating inside the second cylinder, a second crankshaft converting the reciprocating motion of the second piston into a rotary motion, the second piston and the second piston. A second engine portion having a second connecting rod movably connecting the crankshaft and a second valve provided on the second cylinder; The first crankshaft of the first engine unit, a crankshaft reversal synchronization mechanism for synchronously reversing the second crankshaft of the second engine unit, the crankshaft reversal synchronization mechanism, It said first engine, is disposed between the second engine part, the first cylinder and the second cylinder is characterized that you form individual combustion chamber. Therefore, according to the opposed-piston engine of the present invention, the configuration of the engine having the opposed cylinders can be simplified.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the opposed piston type engine which concerns on embodiment of this invention, (A) is a top view, (B) is a side view. It is a figure which extracts and shows the opposed piston type engine which concerns on embodiment of this invention partially, (A) is a top view, (B) is a side view. It is a side view showing the opposed piston type engine concerning other embodiments of the present invention.

  Hereinafter, the configuration and operation of the opposed piston engine 10 of the present embodiment will be described with reference to the drawings.

  In the following description, directions of front, rear, up, down, left, and right are used as appropriate. Here, the front is the direction in which the first piston 13 of the first engine unit 11 constituting the opposed piston engine 10 reciprocates, and the rear is the direction in which the second piston 23 of the second engine unit 21 reciprocates. It is. The upper part is a direction in which a later-described crank pulley 34 and the like are disposed with respect to the first crankshaft 14 and the like, and the lower part is a direction facing upward. Further, left and right indicate left and right when the opposed piston engine 10 is viewed from the front.

  With reference to FIG. 1, the basic configuration of the opposed piston engine 10 will be described. FIG. 1A is a top view of the opposed piston engine 10 as viewed from above, and FIG. 1B is a side view of the opposed piston engine 10 as viewed from the right.

  Referring to FIGS. 1A and 1B, opposed-piston engine 10 includes a first engine unit 11 arranged on the front side and a second engine unit 21 arranged on the rear side. Have.

  The first engine unit 11 includes a first cylinder 12, a first piston 13 that reciprocates inside the first cylinder 12, a first crankshaft 14 that converts the reciprocating motion of the first piston 13 into a rotary motion, It has a first connecting rod 15 for movably connecting the one piston 13 and the first crankshaft 14, and a first valve 16 provided on a cylinder head 52 (see FIG. 3). The first valve 16 has a first intake valve 17 and a first exhaust valve 18. The first crankshaft 14 is connected to a first load 40, for example, a generator.

  The second engine unit 21 includes a second cylinder 22, a second piston 23 that reciprocates inside the second cylinder 22, a second crankshaft 24 that converts the reciprocating motion of the second piston 23 into a rotational motion, It has a second connecting rod 25 for movably connecting the two pistons 23 and the second crankshaft 24, and a second valve 26 provided on a cylinder head 52 (see FIG. 3). The second valve 26 has a second intake valve 27 and a second exhaust valve 28. The second crankshaft 24 is connected to a second load 41, for example, a generator.

  Here, the first engine unit 11 and the second engine unit 21 may be housed in an engine block integrally formed by casting, or the first engine unit 11 and the second engine unit 21 They may be stored individually in the engine block. When the first engine unit 11 and the second engine unit 21 are individually housed in the engine blocks, the two engine blocks are integrally joined.

  In the opposed piston engine 10, the main components constituting the first engine unit 11 and the second engine unit 21 are arranged on an imaginary line 53 defined along the front-rear direction. Specifically, the first cylinder 12, the first piston 13, the first crankshaft 14, and the first connecting rod 15 of the first engine unit 11 are arranged on a virtual line 53. Further, the second cylinder 22, the second piston 23, the second crankshaft 24, and the second connecting rod 25 of the second engine unit 21 are also arranged on the imaginary line 53. Thus, by arranging each component of each engine unit on the virtual line 53, the vibration generated by the operation of each engine unit is canceled out, and the vibration suppression effect can be improved.

  Furthermore, the first engine unit 11 and the second engine unit 21 are arranged symmetrically with respect to a virtual line 54 defined in the left-right direction. According to such a configuration, the vibrations generated by the operation of the respective engine units are offset each other, and the vibration damping effect can be improved.

  Referring to FIGS. 1A and 1B, the first engine section 11 has a first valve drive mechanism 19 for controlling the operations of the above-described first intake valve 17 and second intake valve 27. are doing.

  The first valve drive mechanism 19 has a crank pulley 34, a cam pulley 42, and a timing belt 30 stretched over the crank pulley 34 and the cam pulley 42. The crank pulley 34 is connected to a portion that extends outside the first crankshaft 14. The cam pulley 42 is connected to a camshaft 44 together with a first intake cam 36 that contacts the first intake valve 17 and controls the reciprocating movement thereof, and a second intake cam 38 that contacts the second intake valve 27 and controls the reciprocating movement thereof. Connected. In the first intake cam 36 and the second intake cam 38, the timing at which the first intake cam 36 presses the first intake valve 17 and the timing at which the second intake cam 38 presses the second intake valve 27 are simultaneous. As described above, they are connected to the camshaft 44 with a phase difference. Further, a tensioner 32 for applying tension to the timing belt 30 is provided.

  The second valve drive mechanism 20 has a crank pulley 35, a cam pulley 43, and a timing belt 31 spanned between the crank pulley 34 and the cam pulley 42. The crank pulley 35 is connected to a portion leading out of the second crankshaft 24. The cam pulley 43 is connected to the camshaft 45 together with a first exhaust cam 37 that contacts the first exhaust valve 18 and controls the reciprocating motion thereof, and a second exhaust cam 39 that contacts the second exhaust valve 28 and controls the reciprocating motion thereof. Connected. Regarding the first exhaust cam 37 and the second exhaust cam 39, the timing at which the first exhaust cam 37 presses the first exhaust valve 18 and the timing at which the second exhaust cam 39 presses the second exhaust valve 28 are simultaneous. Thus, it is connected to the camshaft 45 with a phase difference. Further, a tensioner 33 for applying tension to the timing belt 31 is provided.

  Here, the first intake valve 17 and the first exhaust valve 18 are urged by urging means such as a spring (not shown) in a direction away from the first cylinder 12. Similarly, the second intake valve 27 and the second exhaust valve 28 are urged by urging means such as a spring (not shown) in a direction away from the second cylinder 22.

  As described above, by connecting the first intake cam 36 and the second intake cam 38 to the camshaft 44 and connecting the first exhaust cam 37 and the second exhaust cam 39 to the camshaft 45, the number of camshafts can be reduced. Therefore, the number of parts of the opposed piston engine 10 can be reduced, and further downsizing and weight reduction can be realized.

  As shown in FIG. 1B, a second reversing gear 47 is connected to a camshaft 45 to which the first exhaust cam 37 and the like are attached. The second reversing gear 47 is a part of a crankshaft reversing synchronization mechanism 29 that reverses the rotation direction of the first crankshaft 14 and the rotation direction of the second crankshaft 24. It will be described later with reference to FIG.

  The crankshaft reversal synchronization mechanism 29 will be described with reference to FIG. FIG. 2A is a top view showing a first valve drive mechanism 19 and a second valve drive mechanism 20 provided in the opposed-piston engine 10, and FIG. 2B shows a crankshaft reversal synchronization mechanism 29 as viewed from the front. FIG.

  As shown in FIG. 2A, in the opposed-piston engine 10, in order to reduce vibration, the rotation direction of the first crankshaft 14 (not shown) and the rotation direction of the second crankshaft 24 are reversed. And

  Here, when the opposed-piston engine 10 is viewed from above, the crank pulley 34 connected to the first crankshaft 14 (not shown) rotates clockwise and is connected to the crank pulley 34 via the timing belt 30. The cam pulley 42 also rotates clockwise. Further, the first intake cam 36 and the second intake cam 38 also rotate clockwise.

  On the other hand, the crank pulley 35 connected to the second crankshaft 24 (not shown) rotates counterclockwise, and the cam pulley 43 connected to the crank pulley 35 via the timing belt 31 also rotates counterclockwise. Further, the first exhaust cam 37 and the second exhaust cam 39 also rotate counterclockwise.

  That is, each member constituting the first valve driving mechanism 19 rotates clockwise, and each member constituting the second valve driving mechanism 20 rotates counterclockwise.

  Referring to FIG. 2B, a first reversing gear 46 is connected to the camshaft 44, and a second reversing gear 47 is connected to the camshaft 45. The first reversing gear 46 and the second reversing gear 47 have the same diameter and the same number of teeth. When the first reversing gear 46 and the second reversing gear 47 having such a configuration mesh with each other, the rotation direction of the first reversing gear 46 and the rotation direction of the second reversing gear 47 are reversed. Therefore, the rotation direction of the cam pulley 42 connected to the first reversing gear 46 via the camshaft 44 and the rotation direction of the cam pulley 43 connected to the second reversing gear 47 via the camshaft 45 are also Invert. Further, as shown in FIG. 2A, a timing belt 30 is stretched between the cam pulley 42 and the crank pulley 34, and a timing belt 31 is stretched between the cam pulley 43 and the crank pulley 35. The rotation direction of the crank pulley 34 and the rotation direction of the crank pulley 35 are also reversed. From the above, by engaging the first reversing gear 46 and the second reversing gear 47, the rotation direction of the first crankshaft 14 and the rotation direction of the second crankshaft 24 shown in FIG. To realize counter rotation during operation, cancel the rotational reaction force generated from the first crankshaft 14 and the rotation reaction force generated from the second crankshaft 24, and reduce vibration. be able to.

  With reference to FIG. 1A, the first cylinder 12 of the first engine unit 11 and the second cylinder 22 of the second engine unit 21 are formed not as continuous spaces but as individual combustion chambers. . By doing so, first, since the first cylinder 12 and the second cylinder 22 are formed as substantially cylindrical spaces, when compared with the engine cylinder according to the background art, which has a complicated shape, The shape of the combustion chamber becomes simple, and the output can be increased by increasing the intake efficiency and the exhaust efficiency. Further, since the first cylinder 12 and the second cylinder 22 have a substantially cylindrical shape, when the opposed piston engine 10 is operated, heat transfer between the first cylinder 12 and the second cylinder 22 is performed. Since they are substantially uniform, deformation of the first cylinder 12 and the second cylinder 22 during operation is suppressed.

  Furthermore, in the present embodiment, the first cylinder 12 of the first engine unit 11 and the second cylinder 22 of the second engine unit 21 individually have an intake valve and an exhaust valve. Specifically, a first intake valve 17 is disposed on the left side of the rear end of the first cylinder 12 of the first engine unit 11, and a first exhaust valve 18 is disposed on the right side of the rear end of the first cylinder 12. Has been established. Accordingly, during operation of the engine, the flow path 55 of the air-fuel mixture and the exhaust gas flowing through the first cylinder 12 is simplified, and the combustion toughness can be improved by simplification of the shape and the shape of the combustion chamber. Similarly, a second intake valve 27 is disposed on the left side of the front end of the second cylinder 22 of the second engine unit 21, and a second exhaust valve 28 is disposed on the right side of the front end of the first cylinder 12. ing. Accordingly, during operation of the engine, the flow path 56 of the air-fuel mixture and the exhaust gas flowing through the second cylinder 22 is simplified, and the combustion toughness can be improved as in the case of the first cylinder 12.

  In the opposed-piston engine 10 of the present embodiment, each valve drive mechanism also serves as the crankshaft reversal synchronization mechanism 29. Specifically, in order to reduce vibration during operation of the opposed-piston engine 10, a reversing mechanism for reversing the first crankshaft 14 and the second crankshaft 24 is required. When the dedicated mechanism is provided in the opposed-piston engine 10, the number of components constituting the opposed-piston engine 10 increases, which complicates the structure of the opposed-piston engine 10 and increases the cost. Therefore, in the present embodiment, the first valve drive mechanism 19 and the second valve drive mechanism 20 shown in FIG. 2A are configured by a crankshaft reversal synchronization mechanism 29 that reverses the first crankshaft 14 and the second crankshaft 24. Unit.

  Specifically, referring to FIG. 2A, the crank pulley 34, the timing belt 30, the tensioner 32, the cam pulley 42, and the cam shaft 44 of the first valve driving mechanism 19 Unit. Further, the crank pulley 35, the timing belt 31, the tensioner 33, the cam pulley 43, and the camshaft 45 of the second valve drive mechanism 20 also constitute a part of the crankshaft reversal synchronization mechanism 29. These members, a first reversing gear 46 and a second reversing gear 47 shown in FIG. 2B constitute a crankshaft reversing synchronization mechanism 29. Therefore, most of the members constituting the crankshaft reversal synchronization mechanism 29 are members constituting the first valve drive mechanism 19 and the second valve drive mechanism 20, and the dedicated parts of the crankshaft reversal synchronization mechanism 29 are the first reversal mechanism. Only the gear 46 and the second reversing gear 47 are provided. Therefore, an increase in the number of parts due to the provision of the crankshaft reversal synchronization mechanism 29 is suppressed.

  The first reversing gear 46 and the second reversing gear 47 for realizing the above-described counter rotation only synchronize the phases of the first crankshaft 14 and the second crankshaft 24, and the first reversing gear 46 and the second Does not transmit large rotational torque generated by Therefore, since high strength is not required for the first reversing gear 46 and the second reversing gear 47, the width of the first reversing gear 46 and the second reversing gear 47 may be small, and the first reversing gear 46 and the second reversing gear 47 may be used. As the material of 47, an inexpensive material having a low required strength can be adopted. Therefore, it is possible to suppress an increase in cost and an increase in weight due to the employment of the first reversing gear 46 and the second reversing gear 47.

  Here, the operation of the opposed piston engine 10 will be described with reference to the above-described drawings. Since the first engine unit 11 and the second engine unit 21 constituting the opposed piston engine 10 are four-stroke engines, they repeat the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke. Here, the first engine unit 11 and the second engine unit 21 simultaneously perform an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke.

  Referring to FIG. 1A, the operation of each stroke of the first engine unit 11 is as follows. First, in the suction stroke, the first piston 13 is moved in a state where the first intake valve 17 pressed by the first intake cam 36 is advanced, and the first exhaust valve 18 not pressed by the first exhaust cam 37 is retracted. Moves forward inside the first cylinder 12. Thus, a mixture of fuel (for example, gasoline) and air is introduced into the first cylinder 12. In the compression stroke, the first intake valve 17 that is not pressed by the first intake cam 36 is in a retracted state, and the first exhaust valve 18 that is not pressed by the first exhaust cam 37 is also in a retracted state. In this state, the first piston 13 is pushed rearward by the inertia of the rotating first crankshaft 14, and the air-fuel mixture is compressed inside the first cylinder 12. Next, in the combustion stroke, a spark plug (not shown) ignites inside the first cylinder 12, and the air-fuel mixture burns inside the first cylinder 12, thereby causing the first piston 13 to move forward at the bottom dead center. Extruded to the end of After that, in the exhaust stroke, the first intake valve 17 that is not pressed by the first intake cam 36 is retreated, and the first exhaust valve 18 that is pressed by the first exhaust cam 37 is advanced, and the first rotation is performed. The first piston 13 is pushed backward by the inertia of the crankshaft 14, and the burned gas present inside the first cylinder 12 is discharged to the outside.

  The operation of each step of the second engine unit 21 is as follows. First, in the suction stroke, the second piston 23 is moved in a state where the second intake valve 27 pressed by the second intake cam 38 is advanced and the second exhaust valve 28 not pressed by the second exhaust cam 39 is retracted. Moves rearward inside the second cylinder 22. As a result, a mixture of fuel (for example, gasoline) and air is introduced into the second cylinder 22. In the compression stroke, the second intake valve 27 that is not pressed by the second intake cam 38 is in a retracted state, and the second exhaust valve 28 that is not pressed by the second exhaust cam 39 is also in a retracted state. In this state, the second piston 23 is pushed forward by the inertia of the rotating second crankshaft 24, and the air-fuel mixture is compressed inside the second cylinder 22. Next, in the combustion stroke, a spark plug (not shown) ignites inside the second cylinder 22, and the air-fuel mixture burns inside the second cylinder 22, thereby causing the second piston 23 to move rearward at the bottom dead center. Extruded to the end of Thereafter, in the exhaust stroke, the second intake valve 27 that is not pressed by the second intake cam 38 is retracted, and the second exhaust valve 28 that is pressed by the second exhaust cam 39 is advanced, and the second intake valve 27 is rotated. The second piston 23 is pushed forward by the inertia of the crankshaft 24, and the burned gas present inside the second cylinder 22 is discharged to the outside.

  As described above, when each process is repeated, as shown in FIG. 2B, the first reversing gear 46 connected to the camshaft 44 and the second reversing gear 47 connected to the camshaft 45 Are meshed, the first reversing gear 46 and the second reversing gear 47 are reversed. For example, when the first reversing gear 46 and the second reversing gear 47 are viewed from above, the first reversing gear 46 rotates clockwise, and the second reversing gear 47 rotates counterclockwise. Accordingly, as shown in FIG. 1A, the cam pulley 42, the first intake cam 36, and the second intake cam 38 connected to the camshaft 44 together with the first reversing gear 46 are clockwise when viewed from above. To rotate. Similarly, the cam pulley 43, the first exhaust cam 37, and the second exhaust cam 39 connected to the camshaft 45 together with the second reversing gear 47 rotate counterclockwise when viewed from above.

  Since the timing belt 30 is stretched between the cam pulley 42 and the crank pulley 34, the crank pulley 34 rotates clockwise, whereby the first crankshaft 14 rotates clockwise as viewed from above. Become like On the other hand, since the timing belt 31 is stretched between the cam pulley 43 and the crank pulley 35, the crank pulley 35 also rotates counterclockwise, whereby the second crankshaft 24 moves counterclockwise when viewed from above. It starts to rotate around.

  That is, by engaging the first reversing gear 46 and the second reversing gear 47 described above, the first crankshaft 14 and the second crankshaft 24 can be reversed when the opposed piston engine 10 is operated. It is possible to realize counter rotation and reduce vibration.

  Referring to FIG. 3, another embodiment of the opposed-piston engine 10 will be described. FIG. 3 is a side view of the opposed piston engine 10 according to another embodiment as viewed from the right. The basic configuration of the opposed piston engine 10 shown in this figure is basically the same as that described with reference to FIG. 1 and the like, except that an oil pan 48 and the like are provided. In this figure, the flow path of the oil is indicated by arrows.

  In this embodiment, since the first engine unit 11 and the second engine unit 21 are disposed so as to face each other, the first engine unit 11 and the second engine unit The devices that can be shared by the unit 21 can be collected.

  Specifically, the first engine unit 11 and the second engine unit 21 can share the cylinder head 52 disposed at the center in the front-rear direction of the opposed piston engine 10. An exhaust port 50 and an intake port described later are formed in the cylinder head 52, and these are shared by the first engine unit 11 and the second engine unit 21. In addition, by disposing such a cylinder head 52, the camshafts 44 and 45 can be shared by the first engine unit 11 and the second engine unit 21.

  Further, an oil pan 48 is provided at a lower portion of a central portion in the front-rear direction of the opposed piston engine 10. The oil pan 48 stores oil for lubricating and cooling supplied to each part of the opposed piston engine 10. In addition, an oil pump 49 for distributing oil stored in an oil pan 48 to each part of the opposed piston engine 10 is disposed at the center in the front-rear direction of the opposed piston engine 10. The oil pump 49 is driven by the driving force of the camshaft 45. A flow path through which oil flows is formed inside the opposed piston engine 10. Therefore, the oil transported by the oil pump 49 is supplied to each of the members constituting the first engine unit 11 and the second engine unit 21 via this circulation path, and then returns to the oil pan 48.

  Here, there is also an application example in which a water pump for transporting cooling water for cooling the engine is provided in addition to the oil pump 49. The water pump is a pump for circulating cooling water for cooling the opposed piston engine 10.

  An exhaust port 50 through which exhaust gases from the first engine unit 11 and the second engine unit 21 are collectively discharged to the outside of the system is formed at the center in the front-rear direction of the opposed piston engine 10. Further, at a position facing the exhaust port 50, an intake port (not shown) through which air introduced into the first engine unit 11 and the second engine unit 21 is collectively introduced from outside the system is formed.

  As described above, by arranging the functional devices such as the oil pan 48 at the central portion in the front-rear direction of the opposed piston engine 10, the functional devices are shared by the first engine unit 11 and the second engine unit 21. Therefore, the number of parts constituting the opposed-piston engine 10 can be reduced.

  As mentioned above, although the embodiment of the present invention was shown, the present invention is not limited to the above-mentioned embodiment.

  For example, a chain or a gear train can be employed instead of the timing belts 30 and 31 shown in FIG.

DESCRIPTION OF SYMBOLS 10 Opposed piston type engine 11 1st engine part 12 1st cylinder 13 1st piston 14 1st crankshaft 15 1st connecting rod 16 1st valve 17 1st intake valve 18 1st exhaust valve 19 1st valve drive mechanism 20th 2 valve drive mechanism 21 2nd engine section 22 2nd cylinder 23 2nd piston 24 2nd crankshaft 25 2nd connecting rod 26 2nd valve 27 2nd intake valve 28 2nd exhaust valve 29 crankshaft reversal synchronous mechanism 30 timing belt 31 timing belt 32 tensioner 33 tensioner 34 crank pulley 35 crank pulley 36 first intake cam 37 first exhaust cam 38 second intake cam 39 second exhaust cam 40 first load 41 second load 42 cam pulley 43 cam pulley 44 camshaft DOO 45 camshaft 46 first reversing gear 47 second reverse gear 48 oil pan 49 oil pump 50 exhaust port 52 a cylinder head 53 virtual line 54 imaginary line 55 flow passage 56 flow path

Claims (2)

A first cylinder, a first piston that reciprocates inside the first cylinder, a first crankshaft that converts the reciprocating motion of the first piston into a rotary motion, the first piston, the first crankshaft, A first connecting rod that movably couples the first connecting rod and a first valve provided in the first cylinder;
A second cylinder opposed to the first cylinder as a separate body, a second piston reciprocating inside the second cylinder, a second crankshaft converting the reciprocating motion of the second piston into a rotary motion, A second engine unit having a second connecting rod movably connecting the second piston and the second crankshaft, and a second valve provided in the second cylinder;
A first crankshaft of the first engine unit, and a crankshaft reversal synchronization mechanism for synchronously reversing the second crankshaft of the second engine unit;
The crankshaft reversal synchronization mechanism is disposed between the first engine unit and the second engine unit,
It said first cylinder and said second cylinder opposed-piston engine characterized that you form individual combustion chamber.   The opposed-piston engine according to claim 1, wherein the first engine unit and the second engine unit are joined.

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