JPH04295136A - Double piston and double crankshaft for engine - Google Patents

Abstract

PURPOSE:To increase an exhaust gas quantity so as to secure high torque by providing new large and small objects especially, althrough the object is normally only one, in relation to the piston and the crankshaft of an engine. CONSTITUTION:An auxiliary piston is provided in a main piston per one cylinder, and two crankshaft are rotated by three connection rods. It is completed that complex control makes multiple.

Description

[Detailed description of the invention]

0001

[Industrial field of use] Mainly for automobiles. For motorcycles.
others. This invention relates to pistons and crankshafts for engines, which can be used in 4-stroke engines and can also be used in 2-stroke engines.

0002

2. Description of the Related Art Conventional pistons are made of one piece, so they have no separate movable parts and are connected by a single connecting rod.

[0003] The crankshaft also has one continuation structure with one connecting rod attached to each cylinder with no gaps between them, and has drawbacks such as the inability to operate multiple connecting rods.

0004

[Problem to be solved by the invention] How to generate large torque and stable output in an engine by increasing intake and displacement within the bore and stroke defined by conventional displacement display regulations. The challenge is to develop a piston and crankshaft that can do this.

[0005]

[Means for solving the problem] In order to increase the intake and displacement amount, a cylinder 1 is installed inside the main piston 1, as shown in FIG.
There is a sleeve 1b that has been newly press-fitted with a. . Alternatively, hard chrome plating can be applied to increase the durability of the inner surface, and the sub-piston 2 can be placed inside. The sub-piston is kept airtight by two rings 2b and moves up and down between about 20 mm and 60 mm. At the start of suction, the heads 1c and 2a of the main piston and the sub-piston are aligned at the top starting point, and as they move toward the bottom starting point, the sub-piston takes the lead and suction is performed within the cylinder 1a. This function is due to the difference in the center positions of the two shafts of the main crankshaft 4 and the sub-crankshaft 5, and also due to the differences in the lengths of the connecting rods 1f and 2C and the difference in the rotating pi strokes. This is due to the structure that intentionally creates a difference between the moving distance and moving speed of the piston. At the lower starting point shown in FIG. 2, the main piston finishes suction and the sub piston also moves down to the lower starting point of the cinder, completing both suctions.

In the compression stroke, as both pistons move toward the upper starting point, compression occurs due to the stroke difference between the two crankshafts, and the compression stroke is completed when the heads of both pistons align at the upper starting point. An explosion occurs when the piston is ignited before the upper starting point, pushing the heads of both pistons downward, causing the three connecting rods to rotate the two crankshafts. Gear 4b of the main crankshaft is gear 5a
Rotation is collected from the main crankshaft at a gear ratio of 1:1, and power from the two crankshafts is extracted from the main crankshaft. At the bottom starting point of the explosion stroke, only the head of the auxiliary piston as described above is in a lower position. During the exhaust stroke, while both pistons push the exhaust gas, the heads of the pistons gradually align at the upper starting point to complete exhaustion. As described above, at the upper starting point, the heads of the main piston and the sub-piston are completely aligned, and at the lower starting point, the process of further lowering the head 2a of the sub-piston is repeated. It is characterized by the combination of double pistons and double crankshafts, and
This is the first structure that is possible.

[0007]

[Example] The displacement wall, which is impossible with conventional one-piece pistons, can be increased by approximately 30% with a double structure, and the bore is within the conventional displacement regulations. A structure in which the stroke does not change in any way.

The shapes of the sub-pistons shown in FIG. 2 were a flat circular shape and a conventional piston shape.

[0009] The crankshaft has a new structure that has never existed before.

0010

Effect of the invention: As explained above, when converted within the same displacement bore and stroke, the displacement is 25% to 3%.
Since it increases by 0%, you can enjoy stable driving with plenty of room to spare without feeling like you are lacking in power. Also, in the case of a car with a displacement of about 2000cc, the displacement increases by 500cc to 600cc, but there is a good effect that the overall length of the cylinder remains almost the same. However, there are drawbacks such as the lower part being several centimeters longer.

[Brief explanation of drawings]

FIG. 1 shows the entire device in a side view and shows the state at the upper starting point for ease of understanding.

FIG. 2 shows the whole in a side view, and also shows the state at the lower starting point and the state in which the sub-piston is lowered.

[Explanation of symbols]

1 Main piston 1a Cylinder 1b Sleeve 1c head 1d ring 1f connecting rod 1g pin 2 Secondary piston 2a head 2b ring 2c connecting rod 4 Main crankshaft 4a Crank pin 4b Gear 5 Sub-crankshaft 5a Gear

Claims (2)

[Claims] 1. A new hollow cylinder (1a) is provided inside the main piston, and connecting rods (1f) are attached to two diagonal locations on the outer diameter side, so that the piston moves up and down. The sub-piston moves up and down inside the cylinder of the main piston. The structure allows a connecting rod to be attached to the bottom. It is characterized by a double combination of small auxiliary pistons inside a large main piston, each of which is moved by a separate connecting rod to move up and down.
A double piston for engines that increases intake and displacement compared to conventional pistons of the same size. 2. The main crankshaft has two connecting rods (1f) for each cylinder supported by crank pins (4a), and a space is left in the middle to move the main piston up and down. rotates the gear on the secondary crankshaft. The auxiliary crankshaft fits inside the space between the main crankshaft and connects the connecting rod (2) with the crank pin.
c) to move the secondary piston up and down. Using a combination of two crankshafts with different center axes,
A double crankshaft for an engine, which is characterized in that by utilizing the difference in stroke between the two, the main piston and the sub piston can be moved up and down at the same time, and only the sub piston can be moved downward.