US3482554A - Internal combustion engine v block cam transmission - Google Patents

Internal combustion engine v block cam transmission Download PDF

Info

Publication number
US3482554A
US3482554A US739111A US3482554DA US3482554A US 3482554 A US3482554 A US 3482554A US 739111 A US739111 A US 739111A US 3482554D A US3482554D A US 3482554DA US 3482554 A US3482554 A US 3482554A
Authority
US
United States
Prior art keywords
internal combustion
combustion engine
piston
engine
shaft
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.)
Expired - Lifetime
Application number
US739111A
Inventor
Nils Lennart Marthins
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.)
Goetaverken AB
Original Assignee
Goetaverken AB
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 Goetaverken AB filed Critical Goetaverken AB
Application granted granted Critical
Publication of US3482554A publication Critical patent/US3482554A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • 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
    • 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
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • F01B2009/061—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces by cams
    • F01B2009/066—Tri-lobe cams

Definitions

  • the invention relates to an arrangement in internal combustion engines and particularly to big ship diesel engines, in which the cranks on the crank shaft are substituted by a lobed cam disc co-operating with a roller on the end of the piston rods in order to transfer the power developed in the cylinder of the engine to a power take-off shaft.
  • the present invention is an improvement of means previously known in internal combustion engines of V-type of the above kind, and is characterized in that each piston rod is provided with laterally directed means, for instance a cross-head, running in guide-path in the casing of the engine in order to take up laterally directed forces on the piston rod and in that the ends of the yoke are formed as a fork with the surfaces turned towards each other constitute rolling surfaces for cylindrical surfaces provided on each cross-head in order to avoid wear of said surfaces.
  • FIG. 1 is a cross-section through an internal combustion engine having a cam disc
  • FIG. 2 is a view seen in the direction of the arrows 11-11 of FIG. 1
  • FIG. 3 is a schematical view in the direction of the arrows IIIIII of FIG. 2 showing a swingable yoke connecting the piston rods of two engine cylinders in V-form
  • FIG. 4 is a view corresponding to FIG. 3 with the yoke in another position.
  • the internal combustion engine is of V-type having a number of cylinders arranged pair by pair the angle between the rows of cylinders being dependent on the number of cams on the drive shaft.
  • a power take-off shaft 2 is rotatably mounted in a bearing frame 1 and provided wtih a cam disc 3 having three equally spaced cams 4 for each pair of cylinder units 6 and 7 mounted on a casing 5, the cylinders being arranged at an angle of 60.
  • Each cylinder 6 and 7 has a reciprocating piston 8 and is provided with common accessories such as an injection device for fuel, valves, exhaust ports, a cam shaft, a valve mechanism and a starting device.
  • a piston rod 9 is firmly fastened to the piston 8 which piston rod at its free end is bifurcated and provided with a roller 10 rotatable on a shaft 11 extending through the shanks of the fork.
  • the piston rod 9 is tightened with packings 12 in a known manner.
  • the pistons 8 and the piston rods 9 with the rollers 10 reciprocate in the cylinders 6 and 7, the movement upwards in the cylinder being performed by the rotation of the cam disc 3 whereas the downwards directed movement is performed by the combustion thrust in the cylinder.
  • the roller 10 has to accurately follow the cam curve 4 and therefore sudden changings of said cam curve must be avoided.
  • the cam curve preferably is so formed that the radius of curvature at the top of the cam is about 50% greater than the radius of the roller 10 and that the acceleration curve for the centre of the rollers is continuous between the dead centres.
  • the power developed in the cylinders 6 and 7 is trans ferred by the piston 8 and the piston rod 9 to the roller 10 and is divided into one component in the direction of the axis of the cylinder and one component directed at right angles to said axis.
  • said last-named component is taken up by slides 13 on the inner wall of the casing 5 in which slides a cross-head 14 on the shaft 11 of the roller 10 is guided.
  • a pin 15 is inserted in the casing 5 on which pin a yoke 16 connecting the two piston rods 9 is pivotally mounted.
  • the object of the yoke 16 is to synchronize the movements of the two piston rods 9 and also to transfer the movement from one piston rod to the other.
  • the connection between the yoke 16 and the piston rods 9 must be loose and for that reason the ends of the yoke 16 are formed as a fork 17 having guide surfaces 18 turned towards each other which surfaces co-operate with cylindrical surfaces 19 on the crosshcad 14.
  • the cross-head 14 has plane side surfaces 20 running in a groove in the slide 13. As much as possible a sliding action between the surface 19 and the guide surface 18 of the fork 17 should be avoided when the contact point is loaded. Therefore the radius of the surface 19 is determined in such a manner that during the power stroke of the piston 8 the surface 19 at first will roll on the lower guide surface 18 of the fork and during the latter part of said stroke the rolling contact is effected on the upper guide surface 18 of the fork so that no sliding contact will occur during the whole of this stroke.
  • the other piston 8 is performing its compression stroke and is therefore compulsory guided by said first-named piston 8 via the yoke 16 and then the cross-head 14 of said other piston 8 during the first half of the stroke will slide on the lower guide surface 18 of the fork whereas during the second half of the stroke the cross-head 14 will roll on the upper guide surface 18 of the fork.
  • the contact between the cross-head 14 and the yoke 16 therefore substantially takes place under rolling action so that the lubrication problem will be simplified and a high pressure on the surfaces may be permitted.
  • the engine as shown is also intended for reversed rotation and therefore the expansion curves and compression curves of the cams 4 are symmetrical but in engines intended for rotation in one and the same direction said cam curve may be unsymmetrically formed in order to produce the working conditions Wanted.
  • the cylinders and the driving means for the regulating mechanisms are, broadly speaking, constructed in the same manner as in a conventional internal combustion engine,
  • the transmissions for the cam shafts, the valves and the injection devices can be driven from the power take-off shaft 2 by means of a chain or a cog-wheel gearing having the gear ratio adjusted to the number of cams on the cam disc 3.
  • the number of pairs of cylinders may be arbitrarily choosen up to about and the power takeoff shaft 2 of course must be dimensioned considering the output of the engine.
  • the internal combustion engine according to the invention will work with substantially less vibrations than a conventional engine and also with less pulsation of the 4 moment in the output shaft at the same number of cylinders.
  • each cam disc for each pair of cylinder units being provided on said shaft, each cam disc having a number of equally spaced cams,
  • the ends of the yoke being bifurcated with the surfaces facing each other constituting rolling surfaces for cylindrical surfaces on said cross-head for avoiding wear of said co-operating surfaces.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Description

Dec. 9, 1969 N. I... MA-RTHINS INTERNAL'COMBUSTION ENGINE V BLOCK CAM TRANSMISSION Filed June 21, 1968 2 Sheets-Sheet l Dec. 9, 1969 N. L. MARTHINS 3,
INTERNAL COMBUSTION ENGINE v-amcx CAM TRANSMISSION Filed June 21. 1968 2 Sheets-Sheet 2 n r VV/// //////7 /-/////7///// /////////////M United States Patent 3,482,554 INTERNAL COMBUSTION ENGINE V BLOCK CAM TRANSMISSION Nils Lennart Marthins, Hisings Kari-a, Sweden, assignor to Aktiebolaget Giitaverken, Goteborg, Sweden, a corporation of Sweden Filed June 21, 1968, Ser. No. 739,111 Int. Cl. F02b 75/22, 75/32 US. Cl. 123-55 3 Claims ABSTRACT OF THE DISCLOSURE An internal combustion engine of V-type having a lobed cam disc on the power take-off shaft, a reciprocable piston in each cylinder of the engine and a piston rod firmly secured to said piston and at its free end having a rotatable roller cooperating with the cams of-said cam disc, a pivotable yoke connecting the two piston rods of each pair of cylinders, each piston rod being provided with a cross head running in grooves in guide means in the casing of the engine for taking up laterally directed forces on the piston rod, the ends of the yoke being bifurcated with the surfaces facing each other constituting rolling surfaces for cylindrical surfaces of said crosshead for avoiding wear of the co-operating surfaces.
The invention relates to an arrangement in internal combustion engines and particularly to big ship diesel engines, in which the cranks on the crank shaft are substituted by a lobed cam disc co-operating with a roller on the end of the piston rods in order to transfer the power developed in the cylinder of the engine to a power take-off shaft.
In order to achieve the high output today demanded of big ship engines it has been necessary to increase the dimensions which has the consequence that the engineroom will demand a considerable space both in the longitudinal direction as well as in the vertical direction and besides disadvantages are caused by the heavy weight and the large volume of the units of the engine. One of the reasons thereto is the low number of revolution demanded for a propeller to be coupled directly to the output shaft of the engine as devices for reducing the number of revolution of the engine such as a cog-wheel gearing or a hydraulical coupling preferably are avoided as they are expensive and also will diminish the efficiency of the plant.
In internal combustion engines having a cam disc substituting the cranks a reduced number of revolution of the output shaft is achieved without any gear, the reduction ratio being equal to the number of cams of the cam disc. For instance if the cam disc has three cams the piston in the cylinder will move three times up and down during each revolution of the output shaft whereby either the capacity of the engine can be substantially reduced compared with a conventional internal combustion engine or the output of an engine having the same capacity will be substantially increased.
However there are also problems in engines of this kind. As the roller is not compulsory guided by the cams one cylinder in a multi-cylindrical engine cannot be put out of operation without taking steps for reciprocating the piston rod and the pistonsynchronously with the number of revolutions of the engine. Therefore it has been proposed to arrange the cylinders pair by pair in V-form and to connect the piston rods in each pair by means of a yoke pivotably mounted on a shaft. Thereby the movement of the roller will be compulsory guided partly by the piston rod and partly by the swinging movements of the yoke. Therefore one cam-curve is required for each roller of each pair as the reciprocating move- 3,482,554 Patented Dec. 9, 1969 ice ments of the two rollers are phase displaced relatively to each other and both rollers always should be in contact with the cam-curve.
In internal combustion engines having a piston rod only moving up and down without any swinging movement means have to be provided for taking up the thrust directed laterally.
The present invention is an improvement of means previously known in internal combustion engines of V-type of the above kind, and is characterized in that each piston rod is provided with laterally directed means, for instance a cross-head, running in guide-path in the casing of the engine in order to take up laterally directed forces on the piston rod and in that the ends of the yoke are formed as a fork with the surfaces turned towards each other constitute rolling surfaces for cylindrical surfaces provided on each cross-head in order to avoid wear of said surfaces.
The invention will be described with reference to the accompanying drawings, in which FIG. 1 is a cross-section through an internal combustion engine having a cam disc, FIG. 2 is a view seen in the direction of the arrows 11-11 of FIG. 1, FIG. 3 is a schematical view in the direction of the arrows IIIIII of FIG. 2 showing a swingable yoke connecting the piston rods of two engine cylinders in V-form and FIG. 4 is a view corresponding to FIG. 3 with the yoke in another position.
The internal combustion engine is of V-type having a number of cylinders arranged pair by pair the angle between the rows of cylinders being dependent on the number of cams on the drive shaft. In the two-stroke engine shown a power take-off shaft 2 is rotatably mounted in a bearing frame 1 and provided wtih a cam disc 3 having three equally spaced cams 4 for each pair of cylinder units 6 and 7 mounted on a casing 5, the cylinders being arranged at an angle of 60. Each cylinder 6 and 7 has a reciprocating piston 8 and is provided with common accessories such as an injection device for fuel, valves, exhaust ports, a cam shaft, a valve mechanism and a starting device. A piston rod 9 is firmly fastened to the piston 8 which piston rod at its free end is bifurcated and provided with a roller 10 rotatable on a shaft 11 extending through the shanks of the fork. In order to effectively avoid combustion products to enter the casing 5 the piston rod 9 is tightened with packings 12 in a known manner. The pistons 8 and the piston rods 9 with the rollers 10 reciprocate in the cylinders 6 and 7, the movement upwards in the cylinder being performed by the rotation of the cam disc 3 whereas the downwards directed movement is performed by the combustion thrust in the cylinder. In order to avoid shocks at the dead centres the roller 10 has to accurately follow the cam curve 4 and therefore sudden changings of said cam curve must be avoided. Thus the cam curve preferably is so formed that the radius of curvature at the top of the cam is about 50% greater than the radius of the roller 10 and that the acceleration curve for the centre of the rollers is continuous between the dead centres.
The power developed in the cylinders 6 and 7 is trans ferred by the piston 8 and the piston rod 9 to the roller 10 and is divided into one component in the direction of the axis of the cylinder and one component directed at right angles to said axis. According to the invention said last-named component is taken up by slides 13 on the inner wall of the casing 5 in which slides a cross-head 14 on the shaft 11 of the roller 10 is guided.
In the direction of the power take-off shaft 2 a pin 15 is inserted in the casing 5 on which pin a yoke 16 connecting the two piston rods 9 is pivotally mounted. The object of the yoke 16 is to synchronize the movements of the two piston rods 9 and also to transfer the movement from one piston rod to the other. As the pivot centre of the yoke 16 is stationary and the movement of the piston rods 9 is rectilinear the connection between the yoke 16 and the piston rods 9 must be loose and for that reason the ends of the yoke 16 are formed as a fork 17 having guide surfaces 18 turned towards each other which surfaces co-operate with cylindrical surfaces 19 on the crosshcad 14. The cross-head 14 has plane side surfaces 20 running in a groove in the slide 13. As much as possible a sliding action between the surface 19 and the guide surface 18 of the fork 17 should be avoided when the contact point is loaded. Therefore the radius of the surface 19 is determined in such a manner that during the power stroke of the piston 8 the surface 19 at first will roll on the lower guide surface 18 of the fork and during the latter part of said stroke the rolling contact is effected on the upper guide surface 18 of the fork so that no sliding contact will occur during the whole of this stroke. Simultaneously the other piston 8 is performing its compression stroke and is therefore compulsory guided by said first-named piston 8 via the yoke 16 and then the cross-head 14 of said other piston 8 during the first half of the stroke will slide on the lower guide surface 18 of the fork whereas during the second half of the stroke the cross-head 14 will roll on the upper guide surface 18 of the fork. The contact between the cross-head 14 and the yoke 16 therefore substantially takes place under rolling action so that the lubrication problem will be simplified and a high pressure on the surfaces may be permitted.
The engine as shown is also intended for reversed rotation and therefore the expansion curves and compression curves of the cams 4 are symmetrical but in engines intended for rotation in one and the same direction said cam curve may be unsymmetrically formed in order to produce the working conditions Wanted. The cylinders and the driving means for the regulating mechanisms are, broadly speaking, constructed in the same manner as in a conventional internal combustion engine, Thus, for instance the transmissions for the cam shafts, the valves and the injection devices can be driven from the power take-off shaft 2 by means of a chain or a cog-wheel gearing having the gear ratio adjusted to the number of cams on the cam disc 3. The number of pairs of cylinders may be arbitrarily choosen up to about and the power takeoff shaft 2 of course must be dimensioned considering the output of the engine.
The internal combustion engine according to the invention will work with substantially less vibrations than a conventional engine and also with less pulsation of the 4 moment in the output shaft at the same number of cylinders.
What I claim is:
1. In an internal combustion engine of V-type, comprising a bearing frame and a power take-off shaft rotatably mounted in said frame,
a casing on said frame and pairs of cylinder units mounted on said casing,
one cam disc for each pair of cylinder units being provided on said shaft, each cam disc having a number of equally spaced cams,
a reciprocable piston in each cylinder unit, a piston rod firmly secured to said piston and at its free end having a rotatable roller co-operating with the cams of said cam disc,
a pivotable yoke connecting the two piston rods of each pair of cylinder units and adapted for synchronizing the movements of the piston rods,
a cross-head on each piston rod and guide means on the inner wall of said casing, said cross-head running in grooves in said guide means for taking up laterally directed forces on said piston rod,
the ends of the yoke being bifurcated with the surfaces facing each other constituting rolling surfaces for cylindrical surfaces on said cross-head for avoiding wear of said co-operating surfaces.
2. An internal combustion engine as claimed in claim 1, in which the cross-head is provided on the shaft of the roller.
3. An internal combustion engine as claimed in claim 1, in which the radius of curvature of the top part of the cams is about greater than the radius of the roller.
References Cited UNITED STATES PATENTS 1,630,273 5/ 1927 Nordwick. 1,775,635 9/1930 Ball. 1,730,659 10/ 1929 Johnson et al. 1,795,865 3/1931 Kettering.
FOREIGN PATENTS 20,366 1905 Great Britain.
WENDELL E. BURNS, Primary Examiner US. Cl. X.R. 123-497
US739111A 1968-06-21 1968-06-21 Internal combustion engine v block cam transmission Expired - Lifetime US3482554A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US73911168A 1968-06-21 1968-06-21

Publications (1)

Publication Number Publication Date
US3482554A true US3482554A (en) 1969-12-09

Family

ID=24970864

Family Applications (1)

Application Number Title Priority Date Filing Date
US739111A Expired - Lifetime US3482554A (en) 1968-06-21 1968-06-21 Internal combustion engine v block cam transmission

Country Status (1)

Country Link
US (1) US3482554A (en)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5146880A (en) * 1988-06-26 1992-09-15 Split-Cycle Technology Limited Radial cylinder machine
US5315967A (en) * 1993-04-16 1994-05-31 Harry Schoell Internal combustion rotary engine having a stacked arrangement of cylinders
US5553574A (en) * 1991-12-05 1996-09-10 Advanced Automotive Technologies, Inc. Radial cam internal combustion engine
AU673507B2 (en) * 1991-12-05 1996-11-14 D. James Duncalf Radial internal combustion engine
US5839411A (en) * 1993-04-16 1998-11-24 Schoell; Harry Rotary fuel pump and combination fuel injector/spark plug
WO1999042714A1 (en) * 1998-02-23 1999-08-26 Iliya Petrovich Pechkin Internal combustion engine with pistons
US20030024493A1 (en) * 2001-07-25 2003-02-06 Beierle Mark H. Radial cam driven internal combustion engine
US20040084007A1 (en) * 2002-11-04 2004-05-06 Pien Pao C. Engine having piston-cam assembly powertrain
JP2010502877A (en) * 2006-09-07 2010-01-28 レヴェテック ホールディングス リミテッド Improved opposed piston combustion engine
WO2016124431A1 (en) * 2015-02-04 2016-08-11 Ludger Hellkuhl Engine with a piston guided on a double-cam cam disk
RU2788062C1 (en) * 2022-03-22 2023-01-16 Илья Петрович Печкин Method for improving the efficiency of a reciprocating internal combustion engine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190520366A (en) * 1905-10-09 1906-06-21 John Langcake Improvements in Internal Combustion Engines.
US1630273A (en) * 1926-06-17 1927-05-31 Duplex Motor Company Duplex-cam motor
US1730659A (en) * 1928-12-06 1929-10-08 Oscar B Johnson Reciprocatory-piston machine
US1775635A (en) * 1928-04-02 1930-09-16 Nordwick Engine Company Inc Cam engine
US1795865A (en) * 1927-05-21 1931-03-10 Gen Motors Res Corp Hydraulic slack adjuster

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190520366A (en) * 1905-10-09 1906-06-21 John Langcake Improvements in Internal Combustion Engines.
US1630273A (en) * 1926-06-17 1927-05-31 Duplex Motor Company Duplex-cam motor
US1795865A (en) * 1927-05-21 1931-03-10 Gen Motors Res Corp Hydraulic slack adjuster
US1775635A (en) * 1928-04-02 1930-09-16 Nordwick Engine Company Inc Cam engine
US1730659A (en) * 1928-12-06 1929-10-08 Oscar B Johnson Reciprocatory-piston machine

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5146880A (en) * 1988-06-26 1992-09-15 Split-Cycle Technology Limited Radial cylinder machine
US5553574A (en) * 1991-12-05 1996-09-10 Advanced Automotive Technologies, Inc. Radial cam internal combustion engine
AU673507B2 (en) * 1991-12-05 1996-11-14 D. James Duncalf Radial internal combustion engine
US5315967A (en) * 1993-04-16 1994-05-31 Harry Schoell Internal combustion rotary engine having a stacked arrangement of cylinders
US5839411A (en) * 1993-04-16 1998-11-24 Schoell; Harry Rotary fuel pump and combination fuel injector/spark plug
WO1999042714A1 (en) * 1998-02-23 1999-08-26 Iliya Petrovich Pechkin Internal combustion engine with pistons
US20030024493A1 (en) * 2001-07-25 2003-02-06 Beierle Mark H. Radial cam driven internal combustion engine
US6691648B2 (en) 2001-07-25 2004-02-17 Mark H. Beierle Radial cam driven internal combustion engine
US20040084007A1 (en) * 2002-11-04 2004-05-06 Pien Pao C. Engine having piston-cam assembly powertrain
US6799542B2 (en) * 2002-11-04 2004-10-05 Pao C Pien Engine having piston-cam assembly powertrain
JP2010502877A (en) * 2006-09-07 2010-01-28 レヴェテック ホールディングス リミテッド Improved opposed piston combustion engine
WO2016124431A1 (en) * 2015-02-04 2016-08-11 Ludger Hellkuhl Engine with a piston guided on a double-cam cam disk
RU2788062C1 (en) * 2022-03-22 2023-01-16 Илья Петрович Печкин Method for improving the efficiency of a reciprocating internal combustion engine

Similar Documents

Publication Publication Date Title
US3633552A (en) Internal combustion engine including maximum firing pressure-limiting means
US5546897A (en) Internal combustion engine with stroke specialized cylinders
US4803964A (en) Internal combustion engine
US7201133B2 (en) Internal combustion engine having dual piston cylinders and linear drive arrangement
US5007385A (en) Crankless engine
US4463710A (en) Engine connecting rod and piston assembly
US4848282A (en) Combustion engine having no connecting rods or crankshaft, of the radial cylinder type
US3482554A (en) Internal combustion engine v block cam transmission
US4066049A (en) Internal combustion engine having a variable engine displacement
US10927930B2 (en) Reciprocating linear/rotational motion conversion device and cylinder device
GB2060785A (en) Opposed piston machinery
RU2423615C2 (en) Internal combustion engine (versions)
US5560327A (en) Internal combustion engine with improved cycle dynamics
US4301695A (en) Reciprocating piston machine
JPH10512937A (en) Reciprocating machine
US10267225B2 (en) Internal combustion engine
US5359908A (en) System for reversibly transforming rotary motion into self-guided rectilinear motion
US3107541A (en) Piston machines
US10590768B2 (en) Engine crank and connecting rod mechanism
US4380972A (en) Internal combustion engines
US3386424A (en) Internal combustion engines
EP1129309A1 (en) "isometric combustion" crank mechanisms
US2165791A (en) Driving means for internal combustion engines
US10947847B2 (en) Engine crank and connecting rod mechanism
US3176671A (en) Internal combustion engine