JP6866996B2 - engine - Google Patents

Description

The present invention relates to an engine having a built-in mechanism for reducing vibration. In particular, the present invention relates to an engine that reduces vibration caused by fluctuation torque of a crankshaft.

In a general engine, a piston is reciprocated by exploding fuel such as gasoline, and this reciprocating motion is converted into rotary motion by a crankshaft, and rotational torque is extracted to the outside from a drive shaft connected to the crankshaft. .. Such an engine is also called a reciprocating engine.

When an engine with the above configuration is operated, vibration is generated due to the reciprocating motion of the piston and the rotational motion of the crankshaft. Therefore, a balancer shaft must be built in the engine to suppress this vibration. is there. The balancer shaft, which is a so-called eccentric shaft, rotates together with the crankshaft to reduce the vibration generated from the crankshaft.

The following Patent Document 1 describes an engine balancer device. Here, a balancer shaft provided with a flywheel is disposed inside the crankcase of the engine, and the balancer shaft is connected to the crankshaft via a gear. Further, a balance weight is formed on the balancer shaft. As a result, the balancer shaft rotates together with the crankshaft, which has the effect of reducing engine vibration.

Japanese Unexamined Patent Publication No. 2000-248960

However, although the engine having the balancer shaft described above has the effect of suppressing the primary inertial force generated by driving the engine, it does not remove even the vibration caused by the fluctuation torque due to the rotation fluctuation of the engine. It was.

Specifically, in a reciprocating engine, the reciprocating motion of the piston is converted into rotary motion by the crankshaft, but the speed at which the piston reciprocates is not constant and fluctuates, so the rotation of the crankshaft that is rotated by the piston. The speed will also fluctuate. From this, it is possible to remove the primary inertial vibration force generated by the engine by arranging the balancer shaft inside the engine, but even the vibration caused by the torque of the crankshaft fluctuating with time. There was a problem that was not easy to remove.

The present invention has been made in view of the above circumstances, and an object of the present invention is an engine capable of removing the primary inertial oscillating force and also reducing the vibration caused by the fluctuation torque of the crankshaft. Is to provide.

In the engine of the present invention, only one piston that reciprocates inside the cylinder, the reciprocating motion of the piston is converted into rotary motion, and the crankshaft to which the crank gear is attached and one end side can rotate to the piston. A connecting rod whose other end is rotatably connected to the crankshaft and a balancer gear that meshes with the crankshaft are attached to the crankshaft, and the crankshaft rotates in the opposite direction to the crankshaft. A balancer shaft that reduces vibration generated from the shaft is provided, and a first balance mass is formed on the crankshaft at a position where the phase angle with the crankpin is 180 degrees, and the balancer shaft is surrounded by the balancer shaft. The second balance mass is formed at a position symmetrical with respect to the first balance mass, and the inertial moment around the balancer shaft is approximated to the inertial moment around the crankshaft, and the second balance mass is formed on the balancer shaft. The balance mass and the second balance mass formed on the balancer gear are arranged so as to be line-symmetric with respect to the axis passing through the piston, so that the inertial even around the axis passing through the piston is formed. It is characterized by balancing the forces.

Further, the engine of the present invention is characterized in that an external load is driven by a drive shaft that is continuously led out from the balancer shaft to the outside.

Further, the engine of the present invention is further provided with a flywheel attached to the drive shaft connected to the balancer shaft.

Further, the engine of the present invention is characterized by including one cylinder and the piston.

Further, the engine of the present invention is characterized by having a plurality of the cylinders and pistons arranged in series.

In the engine of the present invention, only one piston that reciprocates inside the cylinder, the reciprocating motion of the piston is converted into rotary motion, and the crankshaft to which the crank gear is attached and one end side can rotate to the piston. A connecting rod whose other end is rotatably connected to the crankshaft and a balancer gear that meshes with the crankshaft are attached to the crankshaft, and the crankshaft rotates in the opposite direction to the crankshaft. A balancer shaft that reduces vibration generated from the shaft is provided, and a first balance mass is formed on the crankshaft at a position where the phase angle with the crankpin is 180 degrees, and the balancer shaft is surrounded by the balancer shaft. The second balance mass is formed at a position symmetrical with respect to the first balance mass, and the inertial moment around the balancer shaft is approximated to the inertial moment around the crankshaft, and the second balance mass is formed on the balancer shaft. The balance mass and the second balance mass formed on the balancer gear are arranged so as to be line-symmetric with respect to the axis passing through the piston, so that the inertial even around the axis passing through the piston is formed. It is characterized by balancing the forces. Therefore, in the present invention, the primary inertial force is reduced by forming the first balance mass and the second balance mass around the crankshaft and the balancer shaft. Further, by approximating the moment of inertia around the balancer shaft to the moment of inertia around the crankshaft, it is possible to reduce the fluctuation torque of the crankshaft caused by the reciprocating motion of the piston. Therefore, the vibration control of the engine is realized at a high level.

Further, the engine of the present invention is characterized in that an external load is driven by a drive shaft that is continuously led out from the balancer shaft to the outside. Therefore, by using the moment of inertia of the external load as the moment of inertia around the balancer shaft, it is possible to prevent the parts around the balancer shaft formed inside the engine from becoming large.

Further, the engine of the present invention is further provided with a flywheel attached to the drive shaft connected to the balancer shaft. Therefore, by using a flywheel having a relatively large weight as the moment of inertia around the balancer shaft, it is possible to prevent the parts around the balancer shaft formed inside the engine from becoming large.

Further, the engine of the present invention is characterized by including one cylinder and the piston. Therefore, in the case of a single-cylinder engine having one piston, the vibration and the like generated from the piston and the crankshaft tend to be large, but the vibration and the like can be reduced by the configuration of the present invention.

Further, the engine of the present invention is characterized by having a plurality of the cylinders and pistons arranged in series. Therefore, the vibration generated in the in-line multi-cylinder engine can be efficiently reduced by the configuration of the present invention.

It is sectional drawing which shows the engine which concerns on embodiment of this invention. It is a figure which shows the equivalent dynamical system which concerns on the engine of embodiment of this invention. It is a figure which shows the crankshaft of the engine which concerns on embodiment of this invention. It is a figure which shows the equivalent dynamical system which concerns on the engine of embodiment of this invention. It is a figure which shows the equivalent dynamical system which concerns on the engine of embodiment of this invention. It is a figure which shows the engine of embodiment of this invention, (A) is a figure which shows an equivalent dynamical system, (B) is a plan view which shows a crankshaft and a balancer shaft. It is a figure which shows the primary inertial force of the engine of embodiment of this invention, (A) shows the case where the balance mass is not formed on the crankshaft, (B) shows the case where the balance mass is formed on the crankshaft, (A) C) shows the case where a balance mass is formed on the crankshaft and the balancer shaft. It is a figure which shows the engine which concerns on embodiment of this invention, (A) and (B) are plan views which show the structure of an engine.

Hereinafter, the configuration of the engine 10 of this embodiment will be described with reference to the drawings. In the following description, parts having the same configuration are designated by the same reference numerals, and the repeated description will be omitted. Further, in the following description, the X direction is the direction in which the piston 12 reciprocates, the Y direction is the direction that passes through the center of the piston 12 and is orthogonal to the X direction when viewed from above, and the Z direction is the crankshaft 14. The direction along the axis of rotation of.

The schematic configuration of the engine 10 of this embodiment will be described with reference to FIG. FIG. 1 is a cross-sectional view showing the inside of the engine 10. The engine 10 shown here is a so-called 4-cycle single-cylinder engine, and includes a piston 12 that reciprocates in the vertical direction inside the cylinder 11, a crankshaft 14 that converts the reciprocating motion of the piston 12 into a rotary motion, and the like. It mainly includes a connecting rod 13 rotatably connected to a piston 12 and a crankshaft 14, and a balancer shaft 15 that suppresses vibration of the engine 10. The engine 10 rotates the crankshaft 14 and the balancer shaft 15 by repeating an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. Further, the engine 10 has a spark plug for igniting the air-fuel mixture introduced into the cylinder 11, a valve for introducing air into the cylinder 11, a valve drive mechanism for driving the valve, and the like.

The crankshaft 14 and the balancer shaft 15 are drivenly connected via the crank gear 22 and the balancer gear 23, and the direction in which the balancer shaft 15 rotates is opposite to the direction in which the crankshaft 14 rotates. Further, as will be described later, in this embodiment, the output torque of the engine 10 is taken out from the balancer shaft 15 to the outside, and by doing so, the effect of reducing the vibration caused by the fluctuation torque of the crankshaft 14 is obtained. To be done.

In this embodiment, in order to suppress the vibration generated when the engine 10 having the above configuration is operated, the inertial force generated by the movement of the mechanism including the piston 12 and the crankshaft 14 is verified as follows. ing.

First, the inertial forces of the piston 12, the crankshaft 14, and the connecting rod 13, which are the main components constituting the single-cylinder engine, will be described separately.

FIG. 2 is a diagram showing an equivalent dynamical system of the engine 10 of this embodiment. With reference to this figure, the displacement of the piston 12 along the X direction can be described by the following equation.
X = Rcosθ + Lcosφ
= R {cosθ + (L / ρ) cosφ}
= R {cos θ + (L / ρ) (1-ρ ² sin ² θ) ^0.5 }

In this equation, L indicates the length of the connecting rod 13, R indicates the crank radius of the crankshaft 14, ρ is the value obtained by dividing the crank radius R by the length L of the connecting rod 13, and X is a value. It is the displacement of the piston 12, ω is the rotation speed of the crankshaft 14, θ is the rotation angle of the crankshaft 14, and φ is the inclination angle of the connecting rod 13 with respect to the X axis.

Here, when (1-ρ ² sin ² θ) ^0.5 included in the above equation is expanded into a series and ^{the terms of ρ 3 and} above are ignored, the following equation is obtained.
X = R {1 / ρ-ρ / 4 + cosθ + (ρ / 4) cos2φ}
Here, the velocity dx / dt and the acceleration d ² x / dt ² are as follows.
dx / dt = -Rω {sinθ + (ρ / 2) sin2θ}
d ² x / dt ² = -Rω ² (cosθ + ρcos2θ)
From the above, the inertial force acting on the piston 12 in the X direction is as follows.
_{^{F XP = -M P d 2 x}} / dt 2 = M P Rω 2 (cosθ + ρcos2θ)

Next, the inertial force acting on the crankshaft 14 will be described with reference to FIG. The crankshaft 14 has a crank arm 18 extending in the radial direction and a crank pin 16 attached to an outer end portion of the crank arm 18. _{The inertial force F rC} acting on the crankshaft 14 in the radial direction can be described by the following equation: F _rC = M _cp ^{Rω 2} + 2M _ca R _ca ω ²
= _M c Rω ²
However, M _c = M _cp + 2 (R _ca / R) M _ca
Here, M _cp is the mass of the crank pin 16, M _ca is the mass of the crank arm 18, M _c is the equivalent mass of the crank, and R _ca is the distance from the axis of the center of gravity of the crank arm 18.

With reference to FIG. 4, the kinetic energy T acting on the connecting rod 13 is then described by the following equation.
^{_{T = M R1 (dx / dt}} ) 2/2 + M R2 (Rdθ / dt) 2/2 + I e (dφ / dt) 2/2
_Further, a _{M R1 = (B / L)} M R, M R2 = (A / L) M R, I e = I-ABM R.

Here, A is indicated the distance between the center of gravity G and the piston 12 of the connecting rod 13, B represents the distance between the center of gravity G and the crank pin 16 of the connecting rod 13, M _R1 reciprocating connecting rod 13 shows the mass, M _R2 represents a rotating mass of the connecting rod 13, M _R represents a mass of the connecting rod 13, Ie represents the equivalent inertia moment of the connecting rod 13, I is the center of gravity around the moment of inertia of the connecting rod 13 Shown.

In the above formula for calculating the kinetic energy T, the first term represents the X direction reciprocation of mass M _R1 to movement in the piston 12 and the same speed, the second term of the mass M _R2 that moves the crank pin 16 at the same speed shows a circular motion, the third term represents the rotational motion of the inertia moment L _e.

FIG. 5 shows an equivalent dynamical system of a single cylinder engine derived from the above studies. Reciprocating mass M _A and the reciprocating mass M _B of the single cylinder engine is described by the following equation.
_{M A} = M P ₊ M _{R1
M B} = M C ₊ M _R2
Here, ignoring the rotation component by the equivalent inertial moment Ie of the connecting rod 13 as minute, the reciprocating component F _A and the rotation component F _B of the inertial force is described as follows.
^{_{F A = M A Rω 2 (}} cosθ + ρcos2θ)
F _B = _{M B} Rω ²

As it follows to degrade the inertial force of the X direction component F _X and Y directions F _{Y.
F X = F A + F B} cosθ
_{^{= Rω 2 {(M A +}} M B) cosθ + ρM A cos2θ}
_{F Y} = F B sinθ
= _M B Rω ² sinθ

Next, the matter of attaching the balance mass 28 (first balance mass) to the crankshaft 14 will be described.

With reference to FIG. 5, in this embodiment, a balance mass 28 is attached to the crankshaft 14 in order to reduce the primary inertial force generated by the rotation of the crankshaft 14.

When the mass to the crankshaft 14 is fitted with a balance mass 28 of M _U, X direction component F _X and Y directions F _Y of the inertial force is described by the following equation.
^{_{F X = M A Rω 2 cosθ}} + M B Rω 2 cosθ + M U Rω 2 cos (θ-β)
^{_{F Y = M B Rω 2 sinθ}} + M U Rω 2 sin (θ-β)

Here, the phase angle β described above is 180 degrees, if the M _U and _{(1/2) M A + M B} , rotating mass fraction described above is canceled, and the X-direction of the reciprocating mass from as shown below Due to the inertial force in the Y direction, the inertial force ellipse becomes a perfect circle with the minimum radius.
_{F X = (1/2) M A} Rω 2 cosθ
_{F Y = - (1/2) M} A Rω 2 sinθ

With reference to FIG. 6A, in this embodiment, a balance mass 21 (second balance mass) is formed around the balancer shaft 15 in order to further remove the primary inertial force of the engine 10. Here, a case where a virtual virtual crankshaft 24 having the same shape and mass as the crankshaft 14 is formed on the balancer shaft 15 is shown. The virtual crankshaft 24 is drivenly connected to the crankshaft 14 by gear meshing or the like, and rotates in the opposite direction at the same rotation speed as the crankshaft 14.

As described above, the mass of the balance mass 28, _(1/2) a M A + _{M B,} the phase angle β between the crank pin 16 is 180 degrees. On the other hand, the mass of the balance mass 21 which is formed in a virtual crank shaft 24 is a (1/2) _{M A.} The positional relationship between the balance mass 28 formed on the crankshaft 14 and the balance mass 21 formed on the virtual crankshaft 24 is symmetrical. Specifically, the positional relationship between the balance mass 28 and the balance mass 27 is axisymmetric with respect to the virtual line 30 defined perpendicularly to the center of rotation of the crankshaft 14 and the center of rotation of the virtual crankshaft 24. It has become.

Here, the balance mass 28 described above is formed on the outer peripheral portion of the crankshaft 14 on the paper surface, which schematically indicates the position of the center of gravity. In practice, the balance mass 28 is formed with a constant distribution in the intermediate portion of the crankshaft 14 in the radial direction. The same applies to the balance mass 21 formed on the virtual crankshaft 24.

In this way, the primary inertial force can be offset by defining the virtual crankshaft 24 on the balancer shaft 15 and forming the balance mass 21 at a predetermined position on the virtual crankshaft 24. Specifically, with respect to the primary inertial force _{F X} and _{F Y} remaining by forming the crankshaft 14 to the mass _{(1/2) M} A + M balance mass 28 _B, according to the balance mass 21 virtual crankshaft 24 Since the inertial forces have the same mass and opposite directions, all the primary inertial forces in the X and Y directions can be removed.

The configuration of the engine 10 to which the above-mentioned measures against low vibration are applied will be described with reference to FIG. 6 (B). This figure is a view of the crankshaft 14 and the balancer shaft 15 of the engine 10 as viewed from above.

Inside the engine 10, the rotation shaft of the crankshaft 14 and the rotation shaft of the balancer shaft 15 are arranged so as to be parallel to each other.

The crank shaft 14, mass _{(1/2) M} A + M balance mass 28 _B is formed. By forming two equimass balance masses 28 symmetrically with respect to the Y-axis, the inertia couple around the X-axis and the Y-axis can be balanced.

A balance mass 21 is formed around the balancer shaft 15. The balance mass 21 may be formed only on the balancer gear 23, but here, the balance mass 21 is formed on the balancer shaft 15 and the balancer gear 23. Further, the balance mass 21 formed on the balancer shaft 15 and the balance mass 21 formed on the balancer gear 23 are arranged so as to be line-symmetric with respect to the Y axis. The inertia couple around the axis can be balanced.

The crank gear 22 attached to the crankshaft 14 and the balancer gear 23 attached to the balancer shaft 15 have the same diameter and number of teeth. Therefore, when the engine 10 is operated, the crank gear 22 and the balancer gear 23 rotate in opposite directions at the same rotation speed. Therefore, most of the primary inertial force can be removed.

The balance mass 21 formed on the balancer gear 23 is, for example, a thick portion obtained by partially thickening the balancer gear 23. Further, the balance mass 21 can be formed by forming a thin portion or a lightening portion on the balancer gear 23.

The effect of attaching the balance mass 28 and the like to the crankshaft 14 will be described with reference to the graph of FIG. 7. In this graph, the horizontal axis shows the magnitude of the primary inertial force along the X-axis, and the horizontal axis shows the magnitude of the primary inertial force along the Y-axis.

FIG. 7A shows an inertial force ellipse when the balance mass 28 is not formed on the crankshaft 14. In this case, the primary inertial ellipse becomes large in both the X direction and the Y direction, and a large vibration is generated as the engine 10 operates.

On the other hand, FIG. 7B shows an inertial force ellipse when the balance mass 28 is formed on the crankshaft 14. Here, β and above 180 degrees, has a _{M U} and _{(1/2) M A + M B} . By doing so, the primary inertial ellipse becomes smaller in both the X direction and the Y direction, and the vibration generated as the engine 10 operates is greatly reduced. By forming the balance mass 28 having a predetermined mass at a predetermined position of the crankshaft 14 as described above, most of the primary inertial force generated by operating the engine 10 can be removed.

FIG. 7C shows the primary inertial force generated in the engine 10 provided with the balance mass 28 and the balance mass 21 shown in FIG. As shown in this graph, in the engine 10 provided with the balance mass 28 and the balance mass 21, the primary inertial force is hardly generated in both the X-axis and the Y-axis. Therefore, theoretically, the vibration of the engine 10 can be made extremely small by the above configuration.

However, in the engine 10, the piston 12 is reciprocated by the explosive force generated inside the cylinder 11, and this reciprocating motion is converted into a rotary motion by the crankshaft 14. Therefore, the torque output from the crankshaft 14 to the outside is not constant with respect to the time axis, but fluctuates periodically. In particular, in the case of a single-cylinder engine having only one piston 12, the amount of torque fluctuation with respect to the time axis becomes large, and vibration occurs accordingly.

In this embodiment, in order to reduce the amount of torque fluctuation with respect to the time axis, the moment of inertia around the balancer shaft 15 is approximated to the moment of inertia around the crankshaft 14, and the magnitudes of both are the same or substantially the same. By doing so, as shown in the following equation, the fluctuation torque generated by the change in the rotation speed of the crankshaft 14 is the fluctuation torque in the reverse direction generated by the change in the rotation speed of the balancer shaft 15. Can be offset. Therefore, vibration caused by the fluctuation torque of the crankshaft 14 can be suppressed.

I _CR dω / dt + I _BL dω / dt = 0
Here, I _CR is the moment of inertia of the crankshaft 14, and I _BL is the moment of inertia of the balancer shaft 15.

Generally, the moment of inertia of the balancer shaft 15 is smaller than the moment of inertia of the crankshaft 14. Therefore, in this embodiment, the moment of inertia around the balancer shaft 15 is increased to approximate the moment of inertia around the crankshaft 14. As a specific configuration for increasing the moment of inertia around the balancer shaft 15, for example, referring to FIG. 6B, the balancer shaft 15 is thickened, the balancer gear 23 is lengthened, or a combination of the two is used. Can be considered. Here, when the balancer shaft 15 is thickened, the balancer shaft 15 is not eccentrically thickened, but the balancer shaft 15 is evenly thickened. When increasing the width of the balancer gear 23, the width of the balancer gear 23 is increased evenly in the thickness direction. By doing so, the moment of inertia around the balancer shaft 15 can be increased without increasing the primary inertial force.

Further, in the present embodiment, in order to reduce the primary inertial force, a balance mass 28 is formed on the crankshaft 14, and a balance mass 21 is formed around the balancer shaft 15. Therefore, in order to suppress the vibration caused by the fluctuating torque, the moment of inertia around the balancer shaft 15 including the balance mass 21 and the moment of inertia around the crankshaft 14 including the balance mass 28 are set to be the same or substantially the same. There is.

With reference to FIG. 8A, another configuration that approximates the moment of inertia around the balancer shaft 15 to the moment of inertia around the crankshaft 14 will be described in order to suppress the fluctuating torque.

Here, the balancer shaft 15 is connected to the drive shaft 33 extending from the engine 10 to the outside, and the other end of the drive shaft 33 is connected to the load 50. That is, in a general engine, power is output from the crankshaft 14 to the outside, but in this embodiment, power is output to the outside via the crankshaft 14 and the balancer shaft 15. The load 50 is, for example, a generator.

By doing so, the moment of inertia of the load 50 can be incorporated into the moment of inertia around the balancer shaft 15 axis. That is, the moment of inertia of the balancer shaft 15, the balancer gear 23, the balance mass 21, the drive shaft 33, and the load 50 is the same as or substantially the same as the moment of inertia around the crankshaft 14. Therefore, in order to increase the moment of inertia around the balancer shaft 15, it is not necessary to make the balancer shaft 15 and the balancer gear 23 excessive, and it is possible to suppress the increase in size of the engine 10 incorporating these.

Other forms of the engine 10 described above will be described with reference to FIG. 8 (B). The configuration of the engine 10 shown here is basically the same as that shown in FIG. 8A, except that the flywheel 26 is provided on the drive shaft 33 connected to the balancer shaft 15. That is, the moments of inertia of the balancer shaft 15, the balancer gear 23, the balance mass 21, the drive shaft 33, the load 50, and the flywheel 26 are the same as or substantially the same as the moment of inertia around the crankshaft 14.

Since the flywheel 26 is a member provided to stabilize the rotation speed of the engine 10, it has a relatively large moment of inertia. Therefore, by increasing the moment of inertia around the balancer shaft 15 with the flywheel 26, it is not necessary to make the balancer shaft 15 and the balancer gear 23 excessive, and it is possible to suppress the increase in size of the engine 10.

The engine 10 having the above configuration is applied to vehicles such as motorcycles and automobiles, generators, cogeneration, gas heat pump air conditioners, and the like, and is used to drive the load of these devices.

Although the embodiments of the present invention have been shown above, the present invention is not limited to the above embodiments.

For example, the engine 10 of the present embodiment shown in FIG. 1 is a single cylinder, but the present embodiment can be applied to an engine of two or more cylinders (in-line multi-cylinder engine) having two or more cylinders 11 and a piston 12. ..

10 Engine 11 Cylinder 12 Piston 13 Connecting Rod 14 Crankshaft 15 Balancer Shaft 16 Crankpin 18 Crankarm 21 Balance Mass 22 Crank Gear 23 Balancer Gear 24 Virtual Crankshaft 26 Flywheel 27 Balance Mass 28 Balance Mass 30 Virtual Line 33 Drive Shaft 50 Load G center of gravity

Claims (5)

Only one piston that reciprocates inside the cylinder,
A crankshaft to which a crank gear is attached while converting the reciprocating motion of the piston into a rotary motion,
A connecting rod rotatably connected to the piston on one end and rotatably connected to the crankshaft on the other end.
A balancer gear that meshes with the crank gear is attached, and a balancer shaft that reduces vibration generated from the crank shaft by rotating in synchronization with the crank shaft is provided.
A first balance mass is formed on the crankshaft at a position where the phase angle with the crankpin is 180 degrees.
A second balance mass is formed around the balancer shaft at a position symmetrical to the first balance mass.
The moment of inertia around the balancer shaft is approximated to the moment of inertia around the crankshaft.
The second balance mass formed on the balancer shaft and the second balance mass formed on the balancer gear are arranged so as to be line-symmetric with respect to the axis passing through the piston . An engine characterized by balancing the inertia couple around an axis passing through the piston. The engine according to claim 1, wherein a drive shaft that is continuously led out from the balancer shaft to the outside drives an external load. The engine according to claim 2, further comprising a flywheel attached to the drive shaft connected to the balancer shaft. The engine according to any one of claims 1 to 3, wherein the engine includes one cylinder and the piston. The engine according to any one of claims 1 to 3, wherein the engine has a plurality of the cylinders and the pistons arranged in series.

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