JPS61157726A - Multicylinder internal combustion piston engine - Google Patents

Multicylinder internal combustion piston engine

Info

Publication number
JPS61157726A
JPS61157726A JP60299647A JP29964785A JPS61157726A JP S61157726 A JPS61157726 A JP S61157726A JP 60299647 A JP60299647 A JP 60299647A JP 29964785 A JP29964785 A JP 29964785A JP S61157726 A JPS61157726 A JP S61157726A
Authority
JP
Japan
Prior art keywords
crank
cylinders
cylinder
crankshaft
longitudinal axis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP60299647A
Other languages
Japanese (ja)
Inventor
ラインホルト　ヒイヒト
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ficht GmbH
Original Assignee
Ficht GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ficht GmbH filed Critical Ficht GmbH
Publication of JPS61157726A publication Critical patent/JPS61157726A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/246—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "pancake" type, e.g. pairs of connecting rods attached to common crankshaft bearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/08—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F01B9/023—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft of Bourke-type or Scotch yoke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/222—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinders in star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Valve Device For Special Equipments (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

1. Four-cylinder internal-combustion engine having two cylinders (1/2, 11/12) at a time arranged in pairs and coaxially opposite, the longitudinal axes (L1/L2, L11/L12) of the two cylinder pairs (1/2, 11/12) being arranged at an angle of 90 degrees to each other, having a transmission device to convert the translatory movement of the pistons (3/4, 13/14) which slide in the cylinders (1/2, 11/12) and their piston rods (5/6, 15/16) connected rigidly to them into a rotatory movement of an output shaft (21), comprising two frame parts (7, 17) arranged consecutively in the direction of the longitudinal axis (23) of the output shafty (21) and each associated with a cylinder pair (1/2, 11/12), to each of which two piston rods (5/6, 15/16) of a cylinder pair (1/2, 11/12) are fastened immovably by their ends remote from the pistons (3/4, 13/14) and which each exhibit a straight sliding block (8, 18) extending at right angles to the longitudinal axis (L1/L2, L11/l12) of the respective associated cylinder pair (1/2, 11/12), and an eccentric part of the output shaft (21) having a longitudinal axis (24) parallel to its longitudinal axis (24) parallel to its longitudinal axis (23), which slides in the sliding blocks (8, 18) of both frame parts (7, 17), and having at least one balance weight (22), characterized in that the output shaft (21) is constructed as a crankshaft (21) and the eccentric part (10) as a crank pin (10), that the two cylinder pairs (1/2, 11/12) are arranged consecutively in the direction of the longitudinal axis (23) of the crankshaft (21) and that balance weights (22) diametrically opposite the crank pin (10) are provided at both ends of the latter for a virtually total compensation of the reciprocating masses, the balance weights (22) corresponding to an effective radius of the mass, corresponding to the crank radius of one the two masses of one of the two cylinder pairs (1/2, 11/12) in translatory motion.

Description

【発明の詳細な説明】 産業上の利用分野 本発明は多シリンダ内燃ピストン機関に関する。[Detailed description of the invention] Industrial applications The present invention relates to multi-cylinder internal combustion piston engines.

従゛来技術 ドイツ特許公報ＤＥ−ＰＳ　　２４１５３８は４つのシ
リンダが平面上に配置されていて、作業ピストンが２つ
の並置シリンダにスライドクランクリンクフレームによ
り連結している多シリンダ内燃機関を公表している。そ
のとき両方のスライドクランクリンクフレームは同軸的
に互いに配置され、そのつなぎリングが合同の配置にな
っているので一対の向き合うシリンダの４つの作業ピス
トンは同じ方向に常に動いている。この４つのすべての
作業ピストンの同期はスライドクランクフレームと共に
大きな均衡質量を要求するところの一方向の大きな運動
質量を前提としている。ぞのため不利な対照状況は機関
の構造上の重量を高くしている。Prior art German patent publication DE-PS 241538 discloses a multi-cylinder internal combustion engine in which four cylinders are arranged in a plane and a working piston is connected to two juxtaposed cylinders by a sliding crank link frame. . The two sliding crank link frames are then coaxially arranged with respect to each other and their connecting rings are in a congruent arrangement so that the four working pistons of a pair of opposing cylinders are always moving in the same direction. This synchronization of all four working pistons presupposes a large moving mass in one direction which together with the sliding crank frame requires a large balancing mass. Therefore, the unfavorable contrast situation increases the structural weight of the engine.

多シリンダ内燃機関は通常クランクシャフト上に連接棒
を通してピストンを持ち、各ピストンには単一のクラン
クピンをクランクシャフトのなかに必要としているので
クランクシャフトはその全長が非常に大きくならざるを
得ない。軸受にそれから生じる困難が起り、とくに多重
のクランク状に曲げられるクランクシャフトの製造は費
用が高くなり、機関の全長は大きくなる。さらに２シリ
ンダ内燃ピストン機圏は同軸の向き合って配置される作
業シリンダいわゆるボクサ・エンジン（Ｂ。Multi-cylinder internal combustion engines usually have pistons running through connecting rods on the crankshaft, and each piston requires a single crank pin in the crankshaft, so the overall length of the crankshaft must be very large. . The resulting difficulties with the bearings, especially the production of multiple crankshafts, are high and the overall length of the engine is large. Furthermore, the two cylinder internal combustion piston cylinders are arranged coaxially and oppositely to each other in the so-called boxer engine (B).

ｘｅｒ■ｏｔｏｒｅ）として知られている。その前後運
動する作業ピストンは同心の軸受のスライドクランクリ
ンク装置と共に固定のピストン棒に運動学的に結合して
いる（ドイツ特許公報ＤＥ−ＰＳ　　４０９９１９を参
照）。それには向き合う多シリンダ内燃ピストン機関が
ありきたりの連接棒−クランク装置により有利にされる
。そこでスライドクランクリンク装置の運動学士の上死
点及び下死点においてその期間は延長される。そのこと
は掃気過程、挿入過程及び燃焼過程に有利に作用する。It is known as xer■otore). The working piston, which moves back and forth, is kinematically connected to a stationary piston rod with a sliding crank linkage in a concentric bearing (see German Patent Publication DE-PS 409919). For this purpose, a facing multi-cylinder internal combustion piston engine is advantageous with a conventional connecting rod-crank arrangement. Therefore, the period is extended at the top dead center and bottom dead center of the kinematics of the slide crank link device. This has an advantageous effect on the scavenging process, the charging process and the combustion process.

さらに２つのピストン棒の直線運動はシリンダ空間の有
効な密閉はピストン室に対してピストン棒によりただ貫
通されている分離壁により可能とされ、その軸受を比較
的簡単に密閉することができる。この分離壁はとくにエ
ンジン室に対して堅固な構造につくられ、スライドクラ
ンクリンクフレームに生ずる動的な力はモータ室のなか
で問題なく受は入れることができる。摩擦力はスライド
クランクリンクフレームそれ自身が軸受される必要はな
いほど全体的に減少される。すべてのこの処置によって
エンジンの全長は短くなり、シリンダ空間に向きあって
スライドクランクリンク装置の内部空間を有効に密閉す
ることは化学的に腐食する雰囲気に対して内燃機関の寿
命を高めるのに効果がある。Furthermore, the linear movement of the two piston rods is such that an effective sealing of the cylinder space is made possible by a separating wall which is only pierced by the piston rods to the piston chamber, making it possible to seal the bearing relatively easily. This separating wall is constructed to be particularly rigid relative to the engine compartment, so that the dynamic forces occurring in the sliding crank link frame can be accommodated in the motor compartment without any problems. Frictional forces are reduced overall such that the sliding crank link frame itself does not need to be bearing. All these measures shorten the overall length of the engine, and the effective sealing of the internal space of the sliding crank linkage facing the cylinder space is effective in increasing the service life of the internal combustion engine against chemically corrosive atmospheres. There is.

本発明にはいわゆるボクサ・エンジン型の新しい構造を
さらに改善する課題があり、特にボクザ原理を応用して
固定ピストン棒を互いに連結したピストンによりクラン
クピンの上に出来る限り動かすごとができる多シリンダ
内燃機関を創造するという課題がある。The present invention has the task of further improving the new design of the so-called Boxer engine type, in particular by applying the Boxer principle to a multi-cylinder internal combustion engine in which a fixed piston rod can be moved as far as possible over the crankpin by means of interconnected pistons. There is a challenge to create institutions.

この課題は本発明によれば作業シリンダが一対になって
同軸上に向い合って配置され、作業ピストンの並進運動
をクランクスライドリンク装置によりクランクシャフト
回転端の回転運動に変化させるためにピストンにピスト
ン棒が堅固に結合していて、２つのピストン棒はその内
端部でクランクシャフトリンクフレームに動かないよう
に固定され、その一直線状の作業シリンダ対の縦軸に対
して垂直に延びているリンクのなかにスライドシャフト
回転軸のクランクピンが滑る多シリンダ内燃機関におい
て、各クランクピンの上のリンクに２つのクランクスラ
イドリンクフレームが動き、２つの向き合う４つの作業
ピストンを連結するために軸方向にタンデム配列の作業
シリンダを使用し、各一対のシリンダに同軸の向き合っ
て配置されるシリンダと関係するスライドクランクフレ
ームのタンデム配列をもってクランクシャフト及びクラ
ンクピンの縦軸がタンデム配列の−・対のシリンダの方
向に延びていることからなる多シリンダ内燃ピストン機
関によって解決される。According to the present invention, a pair of working cylinders are disposed facing each other on the same axis, and a piston is attached to a piston in order to convert the translational movement of the working piston into a rotational movement of the rotating end of the crankshaft using a crank slide link device. a link in which the rods are rigidly connected and the two piston rods are immovably fixed at their inner ends to the crankshaft link frame and extend perpendicular to the longitudinal axis of the linear working cylinder pair; In multi-cylinder internal combustion engines, in which the crank pin of the slide shaft rotation axis slides, two crank slide link frames move on the link above each crank pin, axially moving to connect the four working pistons facing each other. Using a tandem arrangement of working cylinders, with a tandem arrangement of sliding crank frames associated with cylinders coaxial with each pair of cylinders and facing each other, the longitudinal axes of the crankshaft and crank pin are arranged in tandem. The solution is a multi-cylinder internal combustion piston engine consisting of a cylinder extending in the direction.

本発明により非常に簡単な方法で密なエンジン組み立て
が達成され、多数の軸受が節約され、それにより馬力当
りの重量が改良され、構造容積が縮少され、そのとき全
長も短縮される。クランクシャフトの曲げがクランクピ
ンとともに４シリンダエンジンに要求されるのでクラン
クシャフト回転端に関して構造的に簡単化が達成され、
機関製造費を安くする。両スライドクランクリンクフレ
ームの構造的もしくは運動学的な分離により、各々向き
合う作業シリンダ対及び特に両作業シリンダ対の放射状
配置にクランクシャフトの回転に両方の垂直に互いに働
く質量のある対向が生じ、その結果画質量系のあいだに
゛部分的な質量の均衡が現れる。均衡質量が減少できる
と内燃機関の静さが改良され、そのため寿命が＾くなる
。さらに簡単な方法でいわゆる機械的組立技術が実施さ
れるので同じ構造単位の機関と相違する能力を実現する
ことができる。Thanks to the invention, a compact engine assembly is achieved in a very simple manner, a large number of bearings are saved, the weight per horsepower is thereby improved, the construction volume is reduced, and the overall length is also reduced. Since bending of the crankshaft together with the crank pin is required for 4-cylinder engines, structural simplification is achieved with respect to the rotating end of the crankshaft,
Reduce engine manufacturing costs. Due to the structural or kinematic separation of the two sliding crank link frames, the pair of working cylinders facing each other and, in particular, the radial arrangement of the two pairs of working cylinders result in an opposition with masses acting on each other perpendicularly to the rotation of the crankshaft; As a result, a partial mass balance appears between the image mass systems. If the balance mass can be reduced, the quietness of the internal combustion engine will be improved and therefore its life will be increased. Furthermore, so-called mechanical assembly techniques are carried out in a simple manner, so that different capacities can be realized with engines of the same structural unit.

本発明による４シリンダ内燃ピストン機関を次に図面を
もって説明する。A four-cylinder internal combustion piston engine according to the present invention will now be described with reference to the drawings.

第１図に示すように第１のシリンダ対は両作業シリンダ
１及び２からなり、同軸的に向き合っている。シリンダ
のなかには作業ピストン３及び４がそのピストン棒５及
び６に堅く固定されている。As shown in FIG. 1, the first cylinder pair consists of two working cylinders 1 and 2, coaxially facing each other. In the cylinder working pistons 3 and 4 are rigidly fixed to their piston rods 5 and 6.

このピストン棒は他の側でスライダクランクリンクフレ
ーム７と堅固に連結している。そのクレーム７はつなぎ
リンクに取りかこまれ、その縦軸［−８は角度９０°で
交差して両作業シリンダ１．２の縦軸Ｌ１．Ｌ２に対し
て真直になっている。つなぎリンク８においてすべり子
９が動き、クランクシャフト回転端２０のクランクピン
１０の上でそのクランクシャフト２１と共に回転可能に
軸受されている（第３図を参照及び比較）。This piston rod is rigidly connected to the slider crank link frame 7 on the other side. Claim 7 is surrounded by a connecting link whose longitudinal axis [-8 intersects at an angle of 90[deg.] to the longitudinal axis L1.2 of both working cylinders 1.2. It is straight to L2. A slider 9 moves on the connecting link 8 and is rotatably supported on the crank pin 10 of the crankshaft rotating end 20 together with its crankshaft 21 (see and compare FIG. 3).

第２のシリンダ対は第２図によれば両作業シリンダ１１
、Ｌ２とからなり、同軸的に向き合っている。そのなか
で動く作業ピストン１３と１４はピストン棒１５と１６
に堅固に固定されている。According to FIG. 2, the second pair of cylinders includes two working cylinders 11.
, L2, which face each other coaxially. Working pistons 13 and 14 moving therein are piston rods 15 and 16
is firmly fixed.

このものは他の側に一つのスライダクランクリンクフレ
ーム１７に連結し、リンクフレーム１７は直線状のつな
ぎリンク１８に取り囲まれている。This is connected on the other side to one slider crank link frame 17, which is surrounded by a straight tether link 18.

その縦軸Ｌ１８は角度９０°で交差し、両作業シリンダ
１１と１２の縦軸Ｌ１１．Ｌ１２に対して真直になって
いる。つなぎリンク１８のなかをすべり子１９が動き、
同時にすべり子１９はクランクシャフト回転端２０のク
ランクピン１０の上で回転可能に軸受されている。両つ
なぎリンク８と１８は両縦軸Ｌ８と１１８に垂直に交差
している。Their longitudinal axes L18 intersect at an angle of 90°, and the longitudinal axes L11 . It is straight to L12. The slider 19 moves within the connecting link 18,
At the same time, the slider 19 is rotatably supported on the crank pin 10 of the rotating end 20 of the crankshaft. Both tether links 8 and 18 intersect perpendicularly to both longitudinal axes L8 and 118.

第３図から見てとることができるように両スライダリン
クフレーム７、Ｌ７は互いに並列にクランクシャフト回
転端２０のクランクピン１０の上にある。クランクシャ
フト、２１の軸受はこの発明に属しないので詳しく示し
ていない。As can be seen in FIG. 3, both slider link frames 7, L7 are located parallel to each other on the crank pin 10 of the crankshaft rotating end 20. The crankshaft and the bearing 21 are not shown in detail because they do not belong to this invention.

エンジンの回転方向Ｒを時計の針の方向と個室すると両
作業ピストン１３、Ｌ４は左上に動き、他方の両作業ピ
ストン３，４は右下に動く。この運動はスライダクラン
クリンクフレーム７、Ｌ７を経てピストンシャフト２１
のクランクピン１０に伝動しそれによって回転運動は押
しつけられている。If the rotational direction R of the engine is set to the clockwise direction, both working pistons 13 and L4 move to the upper left, and the other working pistons 3 and 4 move to the lower right. This movement passes through the slider crank link frame 7 and L7 to the piston shaft 21.
The rotational movement is forced by the crank pin 10 of the engine.

新しい内燃＊ｉは前述したように、２つのスライドクラ
ンクリンクフレーム７、Ｌ７の選択された配置によって
一つのクランクピンの上で達成されるすべて４つの作業
ピストンの同期が通常の２シリンダ単位の並進運動の運
動量の均衡質量を現すという利点を持っている。それに
°より遠心力はまさしく各クランクシャフトの位置にお
いて２つの２シリンダ単位から生じる質量と同じ大きさ
である。それはただ９０度だけ移して配置したピストン
棒及びこれと並進運動的に動かす質量との僅かな距離か
ら生じる残留慣性による力をいつまでもとどめているの
である。The new internal combustion *i, as mentioned above, is achieved on one crank pin by the selected arrangement of the two sliding crank link frames 7, L7, and the synchronization of all four working pistons is the translation of the usual two cylinder units. It has the advantage of representing the equilibrium mass of the momentum of motion. Additionally, the centrifugal force is exactly as large as the mass resulting from two two-cylinder units at each crankshaft location. It retains the force due to the residual inertia resulting from the small distance between the piston rod, which is displaced by only 90 degrees, and the translationally moving mass.

この利点は４シリンダ以上の主に２の偶数倍で相当する
数のクランクピンを持たねばならない個々のクランクシ
ャフトにここに記載した方法で行なうときに達成される
。This advantage is achieved when using the method described here for individual crankshafts with four or more cylinders, which must have a corresponding number of crank pins, primarily even multiples of two.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明の内燃機関の第１の対の同軸の向い合っ
ているシリンダの断面図、第２図は第１図の内燃１ｌＩ
Ｉｌの第１の切断面に平行＜【切断面で示した第２の対
の同軸の向いあっているシリンダの断面図、第３図は第
１図の内燃機関のクランクシャフトの横断面の拡大図で
ある。 １．２，１１、Ｌ２・・・作業シリンダ、３．４、Ｌ３
、Ｌ４・・・作業ピストン、５．６，１５、Ｌ６・・・
ピストン棒、７，１７・・・スライダクランクリンクフ
レーム、８，１８・・・直線状のつなぎリンク、９゜１
９・・・ずべり子、１０・・・クランクピン、２０・・
・クランクシャフト回転端、２１・・・クランクシャフ
ト。FIG. 1 is a sectional view of a first pair of coaxial opposing cylinders of an internal combustion engine of the invention; FIG.
Parallel to the first cutting plane of Il<[Cross-sectional view of the second pair of coaxial opposing cylinders shown in the cutting plane, FIG. 3 is an enlarged cross-sectional view of the crankshaft of the internal combustion engine of FIG. It is a diagram. 1.2, 11, L2... working cylinder, 3.4, L3
, L4... working piston, 5.6, 15, L6...
Piston rod, 7, 17... Slider crank link frame, 8, 18... Straight connecting link, 9°1
9...Zuberiko, 10...Crankpin, 20...
・Crankshaft rotation end, 21...Crankshaft.

Claims (1)

【特許請求の範囲】 １、作業シリンダが一対になって同軸上に向い合って配
置され、作業ピストンの並進運動をクランクスライドリ
ンク装置によりクランクシャフト回転端の回転運動に変
化させるためにピストンにピストン棒が堅固に結合し、
２つのピストン棒はその内端部でクランクシャフトフレ
ームに動かないように固定され、その一直線状の作業シ
リンダ対の縦軸に対して垂直に延びているリンクのなか
にスライドシャフト回転軸のクランクピンが滑る多シリ
ンダ内燃機関において、各クランクピン（１０）の上の
リンク（８、１８）に２つのクランクスライドフレーム
（７、１７）が動き、２つの向き合う作業ピストン（３
、４同じく１３、１４）の４つを連結するために軸方向
にタンデム配列の作業シリンダ（１、２同じく１１、１
２）を使用し、各一対のシリンダに同軸の、向き合って
配置されるシリンダ（１、２同じく１１、１２）と関係
するスライドクランクリンクフレーム（７、１７）のタ
ンデム配列をもって、クランクシャフト及びクランクピ
ン（１０）の縦軸がタンデム配列の一対のシリンダ（１
、２同じく１１、１２）の方向に延びていることを特徴
とする多シリンダ内燃ピストン機関。 ２、２つの向き合っている作業シリンダ対（１、２同じ
く１１、１２）の縦軸（Ｌ１、２及びＬ１１、１２）は
９０°の角度でとりかこまれ、交差し、両方のタンデム
配列のスライドクランクリンクフレーム（７、１７）は
クランクピン（１０）の上を滑るリンク（８、１８）の
縦軸（Ｌ８、Ｌ１８）に垂直に互いに向き合い交差して
いることを特徴とする特許請求の範囲第１項記載による
多シリンダ内燃ピストン機関。 ３、相当数のクランクピン（１０）を持つクランクシャ
フト（２１）に多くのそのつど偶数の倍数の２から構成
される作業シリンダ単位（１／２、１１／１２）を並列
することを特徴とする特許請求の範囲第１項記載による
多シリンダ内燃ピストン機関。[Claims] 1. A pair of working cylinders are disposed facing each other on the same axis, and a piston is connected to the piston in order to change the translational movement of the working piston into a rotational movement of the rotating end of the crankshaft by means of a crank slide link device. The rods are firmly connected,
The two piston rods are immovably fixed at their inner ends to the crankshaft frame, and the crank pin of the slide shaft rotation axis is in a link extending perpendicular to the longitudinal axis of the linear pair of working cylinders. In a multi-cylinder internal combustion engine in which the cylinders slide, two crank slide frames (7, 17) move on links (8, 18) above each crank pin (10), and two opposed working pistons (3
, 4 (also 13, 14) are arranged in tandem in the axial direction (1, 2, 11, 1).
2), with a tandem arrangement of sliding crank link frames (7, 17) associated with cylinders (1, 2, also 11, 12) coaxial with each pair of cylinders and located opposite each other, the crankshaft and crank The vertical axis of the pin (10) is a pair of cylinders (1
, 2 also extend in the directions of 11 and 12). 2. The longitudinal axes (L1, 2 and L11, 12) of the two opposing working cylinder pairs (1, 2 also 11, 12) are surrounded at an angle of 90° and intersect, so that the slides of both tandem arrangements Claim characterized in that the crank link frames (7, 17) face and intersect each other perpendicularly to the longitudinal axis (L8, L18) of the links (8, 18) sliding on the crank pin (10) A multi-cylinder internal combustion piston engine according to item 1. 3. A crankshaft (21) having a considerable number of crank pins (10) is paralleled with a number of working cylinder units (1/2, 11/12) each consisting of an even multiple of 2. A multi-cylinder internal combustion piston engine according to claim 1.
JP60299647A 1984-12-28 1985-12-27 Multicylinder internal combustion piston engine Pending JPS61157726A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3447663A DE3447663A1 (en) 1984-12-28 1984-12-28 MULTI-CYLINDER COMBUSTION PISTON
DE3447663.6 1984-12-28

Publications (1)

Publication Number Publication Date
JPS61157726A true JPS61157726A (en) 1986-07-17

Family

ID=6254042

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60299647A Pending JPS61157726A (en) 1984-12-28 1985-12-27 Multicylinder internal combustion piston engine

Country Status (4)

Country Link
EP (1) EP0187930B1 (en)
JP (1) JPS61157726A (en)
AT (1) ATE44802T1 (en)
DE (2) DE3447663A1 (en)

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GB2268563B (en) * 1992-07-08 1995-05-10 Chung Hsin Chen Power transmission mechanism
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DE19500854C2 (en) * 1994-01-21 1998-04-09 Beck Walter Reciprocating machine
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AUPR459501A0 (en) 2001-04-27 2001-05-24 Raffaele, Michael John Improvements in engines and components
DE10126381A1 (en) * 2001-05-30 2002-12-05 Reinhold Ficht Use of internal combustion engines for biogas combustion
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JPS58210326A (en) * 1982-05-14 1983-12-07 ヒイヒト・ゲエムベハ Linkage arrangement of slider crank for gasoline engine

Also Published As

Publication number Publication date
DE3571673D1 (en) 1989-08-24
DE3447663A1 (en) 1986-07-10
EP0187930B1 (en) 1989-07-19
EP0187930A2 (en) 1986-07-23
ATE44802T1 (en) 1989-08-15
EP0187930A3 (en) 1987-05-06

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