JP6754603B2 - Opposed piston engine - Google Patents

Description

The present invention is an opposed-piston type in which two pistons facing each other are slidably housed in a horizontal cylinder, and the volume space of the main combustion chamber communicating with the piston facing space in the cylinder is expanded on the outer wall of the cylinder. Regarding the engine.

Conventionally, in the opposed piston type engine, for example, as disclosed in Patent Document 1 and Patent Document 2 below, the pistons are in a state where the heads face each other on the left and right sides in one horizontally oriented cylinder. Is configured to reciprocate linearly. Then, the intermediate part of the piston head facing each other in the cylinder becomes a combustion chamber, and the piston is operated and output by the ignition explosion of the mixed gas of fuel and air (hereinafter, simply referred to as the mixed gas) to output the power of an external actuator such as a generator. It is the source.

JP-A-2007-46534 Japanese Unexamined Patent Publication No. 8-93498 Japanese Unexamined Patent Publication No. 2008-280988

There are many prior arts of such a structure, but with some exceptions, they are mainly one horizontal cylinder, the pistons are opposed to each other, separated and close to each other, and between the facing piston heads. It was a typical horizontally opposed piston engine that was common in that the space was used as the combustion chamber and intake and exhaust ports were formed on the side surfaces of the combustion chamber.

In the case of a two-stroke cycle engine such as Junkers, combustion is performed by reciprocating in the stroke direction to control the intake and exhaust strokes in order to obtain appropriate port timing by the scavenging exhaust port and piston provided on the inner circumference of the cylinder. However, there are problems of oil consumption and combustion control. Therefore, it is more effective to perform drive control using an intake valve and an exhaust valve of a 4-stroke cycle as a solution to the problems. However, in the structural examples of Patent Documents 1, 2 and 3 showing such a 4-stroke cycle engine, since the combustion chamber volume is not reduced, a high compression ratio cannot be expected, and it is difficult to improve the thermal efficiency of the engine.
Further, in the case of a horizontally opposed engine driven by a generally known one crankshaft, it is necessary to offset the cylinder, which causes a problem in generating a couple. Further, in order to insulate the combustion chamber as one of the improvements in thermal efficiency, since there are cylinder heads at both ends, it is necessary to insulate each of them, which increases the size and weight of the engine.
There was no disclosure or suggestion of the technical idea of making the horizontally opposed engine more compact by achieving both high thermal efficiency improvement and low vibration by increasing the compression ratio and heat insulation of the engine.
Moreover, the intake / exhaust valves communicating with these cylinders are opened directly to the combustion chamber in the cylinder, and the mixed gas is taken in and the combustion gas is exhausted by opening and closing the tip poppet portion.
Therefore, a plurality of ports must be formed on the side wall of the cylinder in order to provide a space for communicating the tip poppet portion of the intake / exhaust valve with the combustion chamber. The volume of the combustion chamber is inevitably increased by that amount, and the compression ratio is inferior.

Therefore, the present inventor has developed an opposed-piston engine capable of eliminating these drawbacks and achieving a high compression ratio of the engine by structural modification, and obtained a patent as Patent No. 5508604.
This patented invention is characterized in that a main combustion chamber is basically formed outside the cylinder, and both combustion chambers are communicated with each other by using the piston confronting space in the cylinder as an auxiliary combustion chamber, and the conventional opposed piston type horizontal cylinder is used. In comparison, it was possible to obtain a high compression ratio of the engine, but intake and exhaust valves communicating with the volume space of the main combustion chamber were arranged in parallel outside the cylinder to intake and exhaust the mixed gas. Was to do.
Therefore, the volumetric space that communicates the two valves must be wide enough for the two poppets of the two valves to be located side by side.
Therefore, if the momentum volume space becomes large and the wall thickness (intake port height) of the volume space is set to about 8 mm to facilitate inhalation of the mixed gas, the engine compression ratio is lowered and an efficient compression ratio of 9 can be obtained. It was difficult.
Therefore, in order to solve the above problems in the present invention, the two intake / exhaust valves are opposed to each other while the wall thickness (intake port height) of the intake end portion of the volume space as the main combustion chamber is set to about 8 mm. We decided to arrange them in communication on both sides of the volume space. With this configuration, the flat width of the volume space can be made as wide as the outer diameter of the intake / exhaust valve or slightly larger than that, and the volume of the volume space can be reduced as much as possible. We intend to provide an opposed-piston engine capable of obtaining a high compression ratio of the engine.

According to the present invention, in an opposed-piston engine in which left and right piston heads face each other in a cylinder formed by combining left and right engine blocks, a joint space formed by flat recesses formed on the end faces of both piston heads and a joint space are communicated with each other. In this state, the volume space that bulges out in the circumferential direction of the side wall of the middle part of the cylinder in a substantially flat shape perpendicular to the cylinder axis direction, and the intake valve that communicates with both sides of the volume space in a downward inclined manner. The engine provides an opposed-piston engine characterized by being composed of an exhaust valve and an exhaust valve.

In addition, the height of the intake port of the volumetric space formed by bulging in a substantially flat shape shall be about 7 to 9 mm, and the width of the volumetric space shall be formed to be substantially the same as or slightly larger than the diameter of the poppet portion of the intake / exhaust valve. The engine compression ratio is set to about 9 or more.

In addition, the volumetric space has a tapered cross-sectional shape in which both outer surfaces of the volumetric space gradually become thinner toward the top of the substantially parabolic shape of the outer shape, and the poppet portions of the intake and exhaust valves communicate with each other on the inclined outer surfaces of the volumetric space. It is characterized by that.

According to the present invention, since the volumetric space is arranged outside the cylinder as the main combustion chamber, it is easy to dispose the intake / exhaust valves in a facing state, and in particular, the height of the intake port in order to improve the combustion efficiency of the volumetric space. Is 7 to 9 mm, and when the outer surface of the volume space is gradually thinned toward the top of the external parabolic shape, the intake / exhaust valves can be communicated in an inclined manner facing both side surfaces of the volume space.
Therefore, the width of the volume space needs to be secured only for the length that allows the intake / exhaust valves to communicate with each other (that is, the outer diameter of the valve tip), and the width is shortened as much as possible to reduce the width of the volume space. It has the effect of reducing the product and improving the compression ratio.

Sectional drawing which shows the internal structure of the opposed piston type engine. An enlarged view showing an outline of the shape of the combustion chamber of an opposed-piston engine. The cross-sectional view which shows the outline of the shape of the combustion chamber of the opposed piston type engine. The cross-sectional view which shows the outline of the shape of the combustion chamber of the opposed piston type engine. The cross-sectional view which shows the outline of the shape of the combustion chamber of the opposed piston type engine. The cross-sectional view which shows the outline of the shape of the combustion chamber of the opposed piston type engine. The cross-sectional view which shows the outline of the shape of the combustion chamber of the opposed piston type engine. The perspective view which shows the structure of the two-axis output type of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The external view which shows the structure of the opposed piston type engine. The perspective view which shows the structure of a multicopter. The schematic which shows the structure of the combustion chamber. The schematic which shows the structure of the combustion chamber of the opposed piston.

In the embodiment of the present invention, independent left and right pistons are housed in the horizontal cylinder with the heads facing each other, and the main combustion chamber is communicated between the left and right piston heads to be formed outside the horizontal cylinder in the combustion chamber. The present invention relates to an opposed-piston engine configured to take out output through the proximity and separation of the left and right pistons due to ignition explosion.

The horizontal cylinder is constructed by joining the left and right cylinders alone, and the joint between the left and right cylinders is sealed with a seal component such as a gasket, and the combustion chamber formed by communicating with the horizontal cylinder is insulated. It is made of wood.

Intake and exhaust valves are arranged on both sides of the horizontal cylinder so as to face each other, and the valve operating shaft core of the intake and exhaust valves is configured to be inclined downward with respect to the horizontal shaft core of the horizontal cylinder. Moreover, the intake / exhaust valve and the spark plug for igniting the mixed gas are arranged in the combustion chamber so that the volume of the combustion chamber is reduced as much as possible.

In this way, the intake valve and the exhaust valve are arranged so as to face each other, and therefore, the operating shaft cores of the respective valves are also arranged so as to face each other.

Then, the left and right crank mechanisms are interlocked and connected to the bottom of the left and right pistons, and the output from the left and right pistons is from the left and right crank output shafts in the left and right crank mechanism, or from the left and right adjacent shafts adjacent to the left and right crank output shafts. External actuators such as generators are independently interlocked and connected to each of the two axes, and the two axes are configured to rotate in opposite directions so that the rotational reaction forces of the two axes cancel each other out. It is configured to reduce vibration.

Then, the left and right crank mechanisms are interlocked and connected to the bottoms of the left and right pistons, and the interlocking gear group is interposed between the left and right crank mechanisms so that the respective crank outputs from the left and right crank mechanisms are provided in the interlocking gear group. It is configured to join the shaft and take out, and the gear output shaft of the interlocking gear group is arranged offset from the facing central axis of the left and right pistons.

Hereinafter, examples of the present invention will be specifically described with reference to FIGS. 1 to 17.

As shown in FIG. 5, the opposed-piston engine A according to the embodiment of the present invention has the engine block 151 as the main body, gear boxes 152 on the left and right sides of the internal accommodation cylinder in the lateral direction, and an oil pan 150 below the gear box 152. Are stacked and arranged. The outer peripheral surface of the engine block 151 is an air-cooled engine in which a large number of fins are projected in order to improve heat dissipation cooling efficiency.

As shown in FIG. 1, the engine block 151 is composed of left and right engine blocks 151-1, 2 and left and right engine blocks 151-1, 2, which are divided into left and right. The left and right engine blocks 151-1, 1 and 2 are integrally molded by casting, and the left and right cylinders (left and right cylinder blocks) 148 and 149 are formed in the central part of the inside, respectively, and the combustion chamber described later is formed around the left and right cylinder blocks, respectively. Valve installation holes 135a, 107a for mounting intake / exhaust valves 107, 135 communicating with S and combustion chamber S, plug installation holes 106a for mounting spark plug 106, and left and right pistons 102, 103 interlocked with each other. The left and right crank mechanisms 117, 118, etc. are configured.
The horizontal cylinder 101 and the combustion chamber S are formed by integrally joining the left and right engine blocks 151 to 1 and 21 cast and molded in this way with a gasket interposed therebetween, and the outside of the left and right engine blocks 151 to 1 and 21 respectively. The left and right crank mechanisms 117 and 118 are interlocked with each other at the ends.

Further, the left cylinder (left cylinder block) single unit 148 and the right cylinder (right cylinder block) single unit 149 are joined to form one horizontal cylinder 101. The left and right pistons 102 and 103 are independently slidably housed in the horizontally formed horizontal cylinder 101 with the left and right piston heads 104 and 105 facing each other.
In this way, by joining the left and right cylinder units 148 and 149 to form one horizontal cylinder 101, the processing and assembly of the horizontal cylinder 101 becomes easy, and the combustion chamber S is formed outside the horizontal cylinder 101. Processing (for example, processing around the intake valve 107 and the exhaust valve 135, which will be described later) attached to the combustion chamber S becomes easier, and the left and right cylinders alone 148,149 are compared with the case of forming with one cylinder. There are various effects such as improving the casting efficiency of the cylinder.

With such a cylinder structure, since the left and right pistons 102 and 103 are provided for one horizontal cylinder 101, the strokes of the left and right pistons 102 and 103 can be divided in the horizontal cylinder 101, and a normal engine can be used. It is possible to obtain a high expansion ratio of the mixed gas ignited in the combustion chamber S.

The combustion chamber S including the joint space between the left and right piston heads 104 and 105 slides the left and right pistons 102 and 103 in a direction in which the left and right pistons 102 and 103 are separated from each other by filling a mixed gas and causing an ignition explosion in the mixed gas. It is configured to take out the piston output via the crank mechanism described later.

Specifically, as shown in FIG. 2, the combustion chamber S includes a joint space S-1 (sub-combustion chamber) composed of inclined surfaces 104a and 105a formed in close portions of the left and right piston heads 104 and 105, respectively. It is composed of a volume space S-2 (main combustion chamber) formed by bulging the middle side wall of the horizontal cylinder 101 and communicating with the joint space S-1.
Here, the volume space S-2 is a clearance between the left and right piston heads 104 and 105 facing each other from the space constituting the combustion chamber S (for example, a space in consideration of component accuracy tolerance, thermal expansion, and piston head behavior). ) And the above-mentioned junction space S-1, and the space occupied by the spark plug 106, the intake valve 107, the exhaust valve 135, etc., which will be described later, is excluded. As described above, the volume space S-2 is formed on the outer side wall surface of the horizontal cylinder 101 in the cross-sectional direction of the horizontal cylinder 101.

As shown in FIGS. 4A, 4B and 4C, in the combustion chamber S, with the left and right piston heads 104 and 105 in close proximity, a substantially parabolic flat recess 104a extends from the lower edge to the upper center of both piston head end faces. ', 105a' are formed, and the space formed by the flat recesses 104a', 105a' in a state where both piston heads are close to each other is designated as a joint space S-1 (secondary combustion chamber).

The joint space S-1 communicates with a volume space S-2 formed on the outer side of the main body of the horizontal cylinder 1 by bulging the side wall of the horizontal cylinder 101 in a substantially flat shape along the cross-sectional direction of the horizontal cylinder 101. There is.

The volume space S-2 (main combustion chamber) has a flat surface outer shape with a parabolic shape whose width gradually decreases toward the tip, and the base of this thick space is the distance between the left and right piston heads 104 and 105. It communicates with the joined space S-1, which is a space, and the height of the connecting portion, that is, the intake port of the volume space is about 8 mm as a whole.
In other words, the space thickness of the intake end portion of the volume space is set in the range of about 7 mm to 9 mm as the intake port height.

That is, as shown in FIG. 16, the facing surfaces of the left and right piston heads 104 and 105 have a space thickness that is substantially the same as the intake port height of the volume space of about 8 mm at the majority portion that communicates with the volume space at the time of contact. The other remaining part is a joint recess with a clearance of about 1 mm when the facing surfaces are in contact with each other.

As described above, the volume space S-2 is formed as described above. In particular, in the present invention, the volume space S-2 of the combustion chamber S is provided in response to a request for higher combustion efficiency and higher compression ratio. In order to make it as small as possible, the substantially flat volume space S-2 protruding from the outer peripheral wall of the horizontal cylinder 101 has an outer parabolic shape, and the outer surface of the space gradually becomes thinner toward the top of the outer parabolic line. Therefore, the outer surfaces on both sides of the volumetric space are tapered inclined surfaces. The poppet portions of the intake and exhaust valves are contacted and communicated with both sides of the top portion so that the outer shape of the assembly can be made as small as possible.

In particular, the outer surface of the case of the volume space S-2 has a circular bulge on the side surface communicating with the intake valve, and the bulging circular portion has a downward slope toward the tip of the volume space. Therefore, by arranging the stem direction of the intake valve in a downwardly inclined shape, it is possible to accurately communicate and adhere to the volume space. Further, the opposite side surface is a slightly inclined flat surface, and a circular valve contact surface is formed on the flat surface to serve as a communication side surface of the exhaust valve. Therefore, the valve contact communication surfaces formed on both side surfaces of the volume space are circular, and both of the circular surfaces are inclined surfaces and tapered surfaces toward the tip of the volume space.

The external side shape of the volume space enables the intake / exhaust valves to be arranged in a downward inclination, and the space occupied by related members around the engine is made as small as possible.
The opening area S-4 communicating from the joint space S-1 to the volume space S-2 is set so as not to become the intake / exhaust resistance of the mixed gas by the intake valve 7 and the exhaust valve 35.

Further, as shown in the partially enlarged view of FIG. 4D, the clearance x between the left and right piston heads 104 and 105 in the state where the left and right piston heads 104 and 105 are closest to each other is determined via the gasket 141 described later as a seal component. The clearance y of the joint surfaces of the joined left and right cylinder units 148 and 149 is made narrower so that the joint space S-1 of the combustion chamber S can be made as small as possible.

In particular, the present invention is characterized in that the engine 1 is as light as possible with respect to the basic configuration of the engine 1 described above and has a function of maximizing the output power.

That is, as described above, the engine is a two-cylinder engine in which two piston heads slide in a one-cylinder cylinder so as to face each other, and the side wall of the middle portion of the cylinder bulges outward in a substantially flat parabolic shape to form an inside of the cylinder. A substantially flat volume space communicating with the joint space of the left and right piston heads was provided.

Moreover, the intake / exhaust openings of the intake valve and the exhaust valve are arranged so as to face each other on both side surfaces of a substantially flat volume space of the cylinder outer bulging portion.

Next, when the intake / exhaust valve is arranged as an opposed valve as in the present invention, the opening height of the intake opening (hereinafter referred to as the intake port height), that is, the volume space of the cylinder outer bulge (main combustion). The reason why a compression ratio of 9 or more can be obtained when the space thickness of the intake end portion of the chamber) is about 8 mm will be described.
In the description, the intake / exhaust valves are described in comparison with the conventional engine structure arranged in parallel as shown in FIGS. 6 to 14.

(1) Generally, when taking in a mixed gas as fuel, it is basically necessary that the height of the intake port is at least about 8 mm in order to be able to take in sufficient fuel efficiently from the valve installation hole of the intake valve. It is configured.

(2) When the intake and exhaust valves are arranged in parallel in the past, the distance between the opposing piston heads is about 1 mm, and the intake port height is divided into 5 stages of 4, 5, 6, 7, and 8 mm at each stage. The volume of the combustion chamber, the cross-sectional area of the intake port, the compression ratio, the flow velocity, and the speed ratio are compared and listed.

Looking at this list, the compression ratio was "7.13" when the height of the intake port was 8 mm, and the compression ratio "9.0" could not be achieved.

Based on this knowledge, the precondition intake and exhaust valves were not arranged in parallel, but were arranged so that the valve opening ends faced each other and contacted and communicated with both sides of the volume space.

(3) The following is a case where the occupied place of the parallel valve as a parallel intake / exhaust valve is expanded to the left and right, that is, the main combustion chamber of the volumetric space is expanded to the left and right so that the intake port height is 8 mm. It is a list showing numerical values such as the compression ratio and the flow velocity in (2), and it is found that it is difficult to satisfy the compression ratio 9 as described above in (2).
FIG. 16 shows a diagram showing the relationship between the outer shape of the joint space, the outer shape of the volume space, and the outer shape of the contact position of the valve poppet portion in this state.

(4) As shown below, when the open ends of the intake and exhaust valves are opposed to each other on both sides of the volumetric space, the volumetric space may be widened by the size of the outer diameter of the open end of the facing valve. Therefore, the volumetric space can be made as small as possible, and numerical values such as the compression ratio and the flow velocity when the intake port height is 8 mm in this width are shown.
FIG. 16 shows a diagram showing the relationship between the outer shape of the joint space, the outer shape of the volume space, and the outer shape of the poppet portion contact position in this state.

From this value, it can be seen that the volume of the combustion chamber is significantly reduced by selecting the facing arrangement of both valves and the height of the intake port, and both the compression ratio and the flow velocity meet the predetermined conditions.

That is, under the above-mentioned conditions of the opposing valve, the compression ratio is set to bore diameter φ40 × stroke stroke 36 mm, displacement 45 cc, intake valve diameter φ24, exhaust valve diameter φ21, and intake port cross-sectional area 39 × 8. 9 can be secured, the flow velocity can be reduced to half or less of the sound velocity, the engine volume can be made as small as possible, and the maximum combustion efficiency can be effectively obtained.

(5) As a result of the above examination, we can conclude as follows.
When the distance between the piston heads facing each other with respect to the opening area of 3.2 cm ² when the intake valve is φ24 is about 8 mm (that is, when the maximum wall thickness of the volume space is about 8 mm), the intake port The cross-sectional area is 3.16 cm ^2, which is 3.16 / 3.2 = 0.98, which covers about 98%.

Next, the valve operating mechanism will be specifically described. That is, intake / exhaust valves 313 and 314 that communicate with each other in a state of facing each other are arranged in the volume space S-2 (main combustion chamber) which is the external bulging portion of the cylinder.

At the tips of the left and right piston heads 304 and 305, the rotor shafts 7a'of the generator 7 are interlocked and connected via the left and right crank output shafts 308L'and 308R' of the crank mechanisms 308L and 308R. 'Has provided left and right drive gears 315L and 315R on its extension shaft, meshes left and right driven gears 316L and 316R with the left and right drive gears 315L and 315R, respectively, and the left and right driven gears 316L and 316R have camshafts 318 and 316R respectively. It becomes 318 and is provided with valve drive cams 319 and 319.

The valve drive cams 319 and 319 move the intake and exhaust valves 313 and 314 of the poppet valve mechanism arranged opposite to each other to open and close the intake and exhaust ports to take in the mixed gas and exhaust the combustion gas.

That is, the drive gears 315L, 315R, the driven gears 316L, 316R, and the camshafts 318, 318 are interlocked with each other via the left and right crank mechanisms 308L, 308R according to the stroke operation of the left and right piston heads 304, 305 of the engine 1, and finally. By operating the cams of the valve driving cams 319 and 319, the intake and exhaust operations of the mixed gas are performed by the intake and exhaust valves 313 and 314.

The volume space S of the outer wall of the cylinder is provided so as to project upward in the engine, and the combustion case 321 of the volume space having a substantially parabolic shape is provided with valve installation holes 322 and 322 on the left and right flat surfaces. Poppet portions 323 and 323 of intake and exhaust valves 313 and 314 are provided in 322 and 322 as a valve mechanism.

That is, the valves 313 and 314 are composed of a stem, a mushroom-shaped valve body, a valve seat and an urging spring for closing, and the entire valve slides in the axial direction of the stem to form a valve seat and a valve body. It is configured to control the flow rate of the mixed gas to the valve installation hole 322 by changing the interval between the two.

The combustion case 321 forming the volume space S is a flat surface on the left and right sides, but has a tapered inclined surface whose outer surface becomes thinner toward the top of the outer parabolic shape. In addition, the outer surface of the main body part of the outer parabolic shape of the volume space is a circular valve with a large bulge on the intake valve communication side and a slightly small bulge on the opposite side of the exhaust valve communication side. It is a communication part, and both bulging surfaces are tapered inclined surfaces so that each valve can be arranged in a downward inclined posture at the tip.

Therefore, as shown in FIG. 14, the poppet portions 323 and 323 of the intake and exhaust valves 313 and 314 face each other and abut on the inclined tapered flat surface, so that the stems of the intake and exhaust valves 313 and 314 are slightly inclined downward. The poppet portion 323 at the tip of the poppet portion 323 can be configured to be in close contact with the valve installation hole 322 opened in the combustion case 321.

The numerical values of the size of the position space related to the piston head, the volume space, the poppet part of the intake / exhaust valve, etc. are as follows.

That is, as shown in FIG. 17, the sliding range for opening and closing the valve installation holes of the poppet portions 323 and 323, that is, the valve lift length is about 6 mm, the valve body of the intake valve 313 is about φ24, and the exhaust valve. The valve body of 314 is about φ21, the distance between the squish portions (protruding surfaces) formed on the opposite end faces of the left and right piston heads 304 and 305 is about 1 mm, and the volume space S as the main combustion chamber bulging on the outer wall of the cylinder. The height of the intake port (thickness of the bulging space) is about 8 mm, and the distance from the outer circumference of the piston head to the poppet portion 323 of the intake / exhaust valve is about 3 mm.

The above values have an allowable range for obtaining a constant compression ratio of 9, and the intake valve lift length is 5 to 7 mm, the valve is φ22 to φ26, the exhaust valve is φ20 to φ23, and the squish part. The distance can be about 0.5 mm to 1.5 mm, the height of the intake port in the volume space can be about 7 to 9 mm, and the distance from the outer circumference of the piston head to the intake / exhaust valve poppet part can be 2.5 mm to 3.5 mm. is there.

In the figure, 106 indicates a spark plug, which is formed on one side wall of the volume space S.

Next, it relates to the generator 7 as an external actuator that operates by receiving the output from the engine 1 centering on the engine 1 of the present invention, and the intake / exhaust valves 313 and 314 communicating with the main combustion chamber S-2 of the engine 1. The interlocking mechanism to be used will be described.

The left and right cylinders 301L and 301R are arranged so as to extend horizontally and horizontally, and the crank mechanisms 308L and 308R are interlocked and connected to the left and right pistons 302L and 302R bases of the left and right cylinders 301L and 301R, and the crankshafts 309 and 309 Left and right generators 7 and 7 are connected to the tip of the cylinder. In this way, the mechanical energy of the crank mechanisms 308L and 308R is converted into the electric energy of the generator 7 and the rotor 4 arranged around the engine 1 is energized to drive the side fan 4-1 via the transmission motor 5. The multicopter A is configured to enable remote-controlled engine-mounted unmanned flight (see FIG. 15).

The magnet rotor 7a of the generator 7 is integrally linked to the tip rotating shaft 310 of the crankshaft 309.

In the figure, 7 is a generator, 7b is a coil portion, and 7c is a generator case.
In the left and right generators 7 and 7, the crank mechanisms 308L and 308R are adjusted so that the magnet rotors 7a and 7a rotate in opposite directions, respectively, and the reaction of the rotational torque cancels each other out, and the eccentric load during gas flight It is configured so that it does not occur, and vibration and noise are minimized.

Further, in the figure, 311 indicates an inversion belt and 312 indicates a pulley, and the rotational outputs of the left and right crank output shafts 308L'and 308R'of the left and right crank mechanisms 308L and 308R are configured to rotate in opposite directions and inverted. By realizing counter rotation in which the rotation direction is reversed by the belt 311 and the pulley 312, the rotational reaction forces from the left and right crank output shafts 308L'and 308R' cancel each other out to reduce vibration. In the figure, reference numeral 331 is an oil tank.
Further, cooling fans 330 and 3330 linked to the rotor shaft 7a'of the generator 7 are provided in front of the generator 7, respectively.
The engine is basically air-cooled.

Although the examples and modifications have been described above, the specific configuration of the present invention is not limited to the above-mentioned examples and modifications, and even if there is a design change or the like within a range that does not deviate from the gist of the invention. Included in the present invention.

A multicopter a aircraft frame

1 Engine 2 Fuel tank 3 Payload loading unit 4 Rotor 4-1 Side fan 5 Electric motor 6 Control unit 7 Generator

Claims (3)

In an opposed-piston engine in which the left and right piston heads face each other in a cylinder formed by combining the left and right engine blocks, the cylinder communicates with the joint space formed by the flat recesses formed on the end faces of both piston heads. The tip of the volume space that bulges outward in the circumferential direction of the midway side wall in a substantially flat shape perpendicular to the cylinder axis direction and protrudes upward, and the tip of each bulging surface of the volume space faces downward. An opposed-piston engine characterized by being composed of an intake valve and an exhaust valve that are communicated with each other. The height of the intake port of the volume space formed by bulging into a substantially flat shape is set to 7 to 9 mm, and the width of the volume space is formed to be approximately the same as or slightly larger than the diameter of the poppet portion of the intake / exhaust valve to compress the engine. The opposed-piston engine according to claim 1, wherein the ratio is about 9 or more. The volumetric space has a tapered cross-sectional shape in which both outer surfaces of the volumetric space gradually become thinner toward the top of the substantially parabolic shape, and the poppet parts of the intake and exhaust valves are in continuous contact with the inclined outer surfaces of the volumetric space. The opposed piston type engine according to claim 1.