JPS6235030A - Twin crank shaft engine - Google Patents

Abstract

PURPOSE:To enhance engine combustion efficiency by placing a pair of crank shafts at the diagonally lower part of a piston and connecting these paired crank shafts and the piston by means of a pair of connecting rods. CONSTITUTION:At the diagonally lower part of a piston 1, a pair of crank shafts 2 are situated in a symmetrical manner with each other. A pair of connecting rods 3 are placed between these paired crank shafts 2 and the piston 1. With this constitution, the moving direction of the piston 1 is different from that of the connecting rods 3. Accordingly, by changing the diameter of the crank shafts 2 or the length of the connecting rods 3, the going-up or going- down speed of the piston 1 can be changed. Therefore, by lowering the piston 1 before the explosion pressure becomes so high at the time immediately after the bottom dead center, the engine combustion efficiency can be enhanced.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention generally relates to internal combustion engines, and in particular, the direction of movement of the piston and the direction of movement of the connecting rod are different, and the position of the crankshaft is adjusted accordingly. It also relates to a piston engine where the direction of movement of the piston is different.

In particular, the invention relates to a piston engine in which a pair of connecting rods and a crankshaft are provided.

(Prior Art) In the conventional piston engine, the direction of movement of the piston and the direction of movement of the connecting rod were the same, and accordingly, the position of the crankshaft was also said to be in the direction of movement of the piston.

For this reason, in conventional piston engines, the relationship was that the piston stroke = the diameter of the crankshaft.

Therefore, even if you change the diameter of the crankshaft and the length of the connecting rods, it is impossible to select the ratio of the piston's ascending speed and descending speed, the positional relationship between the top dead center and the bottom dead center, etc. (The problem that the invention was trying to solve) For this reason, in conventional engines, the piston did not move easily even if the explosion pressure increased considerably just after top dead center.

Therefore, the combustion efficiency of the engine was not very high.

(Means for Solving the Problems) In view of the above points, in the twin crankshaft engine according to the present invention, the direction of movement of the piston and the direction of movement of the connecting rod are made different, and accordingly, The position of the crankshaft is also different from the direction of movement of the piston.

That is, while the piston moves up and down, the connecting rod moves diagonally up and down. Particularly, the connecting rod and the crankshaft are each provided with a notch.

The specific configuration of the twin crankshaft engine according to the present invention will be described below.

In a piston engine, a pair of crankshafts are first provided at symmetrical positions diagonally below the piston. between this pair of crankshafts and the above piston.

It consists of a pair of connecting rods connected symmetrically.

(effect) However, by making it have a configuration like 9 or more.

The twin crankshaft engine according to the present invention had the following effects.

That is, since the crankshaft is provided diagonally below the piston and connected by a connecting rod, the direction of movement of the piston is different from the direction of movement of the connecting rod. Therefore, by changing the diameter of the crankshaft and the length of the connecting rod.

You can change the rising and falling speed of the piston.

Therefore, the piston immediately descended immediately after top dead center before the explosion pressure increased significantly, increasing its efficiency. That is, since the 1SIT relationship between piston speed and explosion pressure can be freely changed and selected, the most efficient relationship can be achieved.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A twin crankshaft engine according to the present invention will be described in detail below using an embodiment thereof and together with the accompanying drawings showing the same.

FIG. 1 is a front view of an embodiment of a twin crankshaft engine according to the present invention.

FIG. 2 shows a plan view of the one shown in FIG.

However, in a piston engine, first the piston 1
There is. Diagonally below this piston 1.

A pair of crankshafts 2 are provided. and,
The pair of crankshafts 2 are located at symmetrical positions with respect to the movement direction of the piston 1 as a base line. Further, a pair of connecting rods 3 are provided between the pair of crankshafts 2 and the piston 1 described above. and,
This pair of connecting rods 3 is also the same as the crankshaft 2 mentioned above.

The positions are symmetrical with respect to the movement direction of the piston 1 described above as a base line.

However, in this embodiment, since the pair of crankshafts 2 are meshed to rotate in opposite directions, their vibrations are canceled out by each other. Of course, these may be coupled so as to rotate in the opposite direction by means such as a cock belt.

Note that in the twin crankshaft engine according to the present invention, if left as is, the piston 1 may move down too quickly, resulting in insufficient intake air. In that case, there are three solutions:

■ First, how to set the port timing by increasing the valve overlap.

Assuming that the area of the exhaust valve (exhaust port) is the same as that of a conventional engine, the exhaust gas does not reach very high pressure because the piston rises slowly, so the intake valve (sweep, intake port) is opened early. Even if the intake gas is pushed back, the intake gas is difficult to push back.

■The intake valve (scavenge port) area is widened,
It is possible to narrow the exhaust valve (exhaust port) area. This is natural if the piston falls quickly and rises slowly.

■ Finally, use a turbocharger.

It is possible to extract more energy from the exhaust gas by blowing gas at a constant speed into the turbine than by blowing exhaust gas at high speed intermittently.

In other words, a multi-cylinder engine is better than a small-cylinder engine.
It is the same principle that is more suitable for turbos. This point9
The twin crankshaft engine according to the present invention can be said to be suitable for turbo engines because it blows low-pressure exhaust gas to the turbine for a long time.

Therefore, should the piston engine's intake valve be configured to open at an earlier port timing?

The intake valve (scavenge port) area may be wide and the exhaust valve (exhaust port) area may be narrow. Alternatively, the piston engine may be configured with a turbocharger. .

Therefore, it is possible to make the diameter of the crankshaft 2 very small compared to the piston stroke 7 (in other words, although there are two crankshafts 2, each of them is extremely small and lightweight). ), this way efficiency will not decrease.

2. Since the technical idea of the present invention can be directly applied to pumps, this is also considered to be within the scope of this right.

(Effects of the Invention) Since the twin crankshaft engine according to the present invention is configured as above, the ratio of the rising speed and descending speed of the piston, the positional relationship between the top dead center and the bottom dead center, etc. It is now possible to choose.

Along with this, since the relationship between speed and pressure can be freely changed and selected, it is possible to achieve the most efficient relationship, and the piston immediately descends immediately after top dead center before the explosion pressure increases, resulting in combustion. Efficiency has increased.

To make this easier to understand, we will add a little explanation using Figure 3.

FIG. 3 is an explanatory operational front view showing each position of the piston 1 and the corresponding positions of the connecting rod 3 and crankshaft 2 in one embodiment of the twin crankshaft engine according to the present invention. still.

In this diagram, the connecting rod on the right side is omitted to avoid clutter, but it is symmetrical.

Now, when the point where the connecting rod 3 is connected to the piston 1 is at its top dead center U1, the point where the connecting rod 3 is connected to the crankshaft 2 is at a point U2.

Then, the radius of the crankshaft 20 is r, and the connecting rod 3
The length of is 1. The distance between the two crankshafts is 2B,
If the rotation angle of the crankshaft 2 is θ and the piston position is h; (B-rcO5θ)2+ (hr SINθ)2=
12 However, the length of the connecting rod is assumed to be B.

Note that it is sufficient if the length of the connecting rod = B.

bawl.

Therefore, as the piston 1 lowers, the crankshaft 2 rotates in the direction of the arrow, and at the point where this piston l reaches its bottom dead center DI, the connecting rod 3 of the crankshaft 2
The point connected to reaches D2. Therefore, this piston 1 rises this time. At the same time, the crankshaft 2 continues to rotate in the direction of the arrow together with the connecting rod 3 and returns to the initial point. Then, this is repeated again.

As is clear from this, while the piston 1 moves from its top dead center U1 to its bottom dead center D1, the crankshaft 2 is merely rotated from point U2 to point D20. However, before the piston 1 is returned from the bottom dead center D2 to the top dead center U1, the crankshaft 2 must continue to rotate in the direction of the arrow from the point D2 to the point U2.

Therefore, this piston descends quickly and rises slowly. In other words, power loss is extremely small.

Also, the relief (slit) made in the cylinder for the connecting rod can be lowered because it becomes a scavenging port in a 2-stroke engine.

In this way, the efficiency of the twin crankshaft engine according to the present invention can be greatly increased.

Furthermore, the effects of each of the embodiments described in the text have been sufficiently improved.

[Brief explanation of the drawing]

FIG. 1 is a front view of an embodiment of a twin crankshaft engine according to the present invention. FIG. 2 shows a plan view of the one shown in FIG. FIG. 3 is an explanatory operational front view showing each position of the piston and the corresponding positions of the connecting rod and crankshaft of the one shown in FIG. 1, with the connecting rod on the right side being omitted. 1... Piston 2... Crankshaft 3... Connecting rod

Claims (7)

[Claims] (1) A piston engine consisting of a pair of crankshafts provided at symmetrical positions diagonally below the piston, and a pair of connecting rods symmetrically connected between the pair of crankshafts and the piston. Twin crankshaft engine. (2) The twin crankshaft engine according to claim 1, wherein the pair of crankshafts are coupled to rotate in opposite directions. (3) The twin crankshaft engine according to claim 1, wherein the pair of crankshafts are meshed with gears to rotate in opposite directions. (4) The twin crankshaft engine according to claim 1, wherein the pair of crankshafts are connected to rotate in opposite directions by a cocked belt. (5) The twin crankshaft engine according to claim 1, wherein the intake valve of the piston engine is configured to open at an earlier port timing. (6) The twin crankshaft engine according to claim 1, wherein the piston engine has a large intake valve (scavenging port) area and a narrow exhaust valve (exhaust port) area. (7) The twin crankshaft engine according to claim 1, wherein the piston engine uses a turbocharger.