WO1994019590A1

WO1994019590A1 - Reciprocating engine having two-stage crank mechanism

Info

Publication number: WO1994019590A1
Application number: PCT/JP1993/000250
Authority: WO
Inventors: Mitsugu Aoyama
Original assignee: Mitsugu Aoyama
Priority date: 1993-02-26
Filing date: 1993-02-26
Publication date: 1994-09-01
Also published as: AU3575493A

Abstract

An internal combustion engine, more particularly a reciprocating engine is described. In a conventional reciprocating engine, only 25 % of the explosion starting power thereof is used as a driving power for torque rotating the crank. A reciprocating engine of the invention adopts a two-stage crank mechanism constituted by a combination of a front stage crank mechanism with a rear stage crank mechanism comprising a rear stage crank shaft (1), a flywheel (12) doubling as a rear stage crank and a rear stage crank connecting shaft (10) so that a compression power factor by inertial rotating force is increased to thereby prevent the reverse rotation of the crank. The reciprocating engine having the two-stage crank mechanism of the present invention is suitable for small, high-output engine for an automobile and the like.

Description

The reciprocating engine of the invention

Skill bite field

The present invention belongs to the reciprocating engine in the internal machine M, and the starting force of the gas combustion explosion is changed from a piston to a crank through a compressor! ! To crank ¾, to rotational force! In other words, it relates to an engine that extracts advanced torque and outputs it. Furthermore, the two-stage combination of the first and second stages is used.

With this rotation, the crank radius is reduced to a shorter radius, and the pressure of the crank is increased to reduce the power, and the power factor of the pressure is increased by inertial rotation.]? The purpose is to strongly react to the force, continue the normal rotation, and increase the engine output error.

Height: S ix 'j

Until today, it has been said that reciprocating efficiency is as high as 25%. One of the causes of the low Yo rate is that bisdon ignites about 13 degrees before top dead center S S, and the explosive power body is the highest at the top dead center. The driving force strongly lowers the piston, and the crank is connected via the connector.]? Attempts to rotate the crank, but when this point is reached, in the conventional engine, If the axial position of the crank is exactly at the top dead center of the crank, or is it?]? Because it stops, a positive top dead center explosion is required, but in this case, even if the top dead center and the explosion power differ, at this point the con- The direction of the crank that is trying to receive that force is 90 degrees different from the direction of the force from the connector. Can only receive the force of the sideways force, and therefore the explosive motive force っても Even at the highest, the force is the l¾ force to turn the crank and the new paper But it is a strength. This is a structural defect in the connection between the piston, the compressor and the crank.

There is one more unreasonable point with the operation described above. It is the relationship between the change in the size of the combustion chamber and the explosion pressure value ^ S. That is, the fuel chamber has the minimum volume at the initial explosion pressure, and when the explosion pressure 11 is, for example, about 35 /, the next (the C-biston position is lowered and it is twice the initial volume). When the explosion pressure value drops to about 1/2, the explosion pressure value drops to about 1 / 2.5, and the drop from the top dead center of the biston with the maximum explosion force ΐΐ There is an irrationality of the ability to change the torque on the starting force, and the irrationality of the greeting ability. In the figure showing the locations and their remaining locations and amounts, the shaded area D in the lower left of the figure is the effective energy.] ^ The shaded area in the lower right is the effective energy. The extension of the graph to the side 鎳 indicates the value of the value © This value is based on the force of one explosive force received by the biston 鎳 The extension of the left side of the biston 鎳Shown in a. b. c. d-e. ί is a phenomenon in which the piston is moved downward from the top dead center position S, the room becomes wider, and the explosion pressure value suddenly declines. The explosion pressure value, which was the largest in the top dead center area of the above-mentioned crank, is .g, which is inversely proportional to the square of the shoe drop of the biston.

Due to such irrationalities, only one-fourth of the total explosion energy can be saved.With respect to the slave engine, it is possible to improve with this invention-as shown in B in Fig. 6, [Lower left in Fig. A]? The oblique effect of D. The effect is that the crank should have a high explosive power from just before it reaches the top dead center. Can be done.

Indication of ^

In order to solve the pitfalls of the present invention, it is the first stage and the second stage of the present invention. There is a two-S-rank mechanism with rank. An example will be described with reference to FIG. First, as the second stage crank structure * The second stage crank which is connected to the second stage crank 1), the second stage crank and flywheel / re 12 and the second stage connecting shaft 10 It is also possible to set up the front-end crank structure by installing it in the rear-end crank structure. The structure of this ^ -stage crank structure is as follows: the front-stage crank fulcrum at the center of the front-stage crank] 3 is fixed to the rear-stage and flywheel 12 as the front-stage crank. , The location is set to the front rank 13 on the left side of the center line passing through the latter rank [1 ^] , but the position is close to the latter rank IS11. Set to position. Thus, the front crank 13 pivots only the front front crank fulcrum に on the rear crank / flywheel 12, but the rotation is slow.

In the upper part of the front crank 13, the leading ends of the front crank connection 9 are respectively fixedly integrated to form a crank shape. This front crank chain ^ ^ 〇〇〇前局前前前前前〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇〇 9 There is ^^ Outside the bearing ⁸ is the crank joint of the connector

7 city & department jointed with bolts and nuts. The upper part of connector 6 is combined with biston 4 and biston bin 5 is inserted and set. The rear crank connection ¾10 penetrates through the inside of the front crank connection ¾9, and the material 45 made of m. ^ Rubber is interposed in the localized gap. The latter is inserted and filled in such a way that the difference in angle between the upper and lower clans D does not impinge on | The rear rank is connected to the rank Ιέ10, and the two ranks are fixedly integrated at the upper part of each rear rank and flywheel 12 and the rear rank and flywheel: 12 Is composed. No

For the front crank, receive the front crank spring ¾ 24! ]

位置 The position is in the vicinity of all external stations of the second stage

A new style Although the setting is a free position at any point, it is set at a position that is at least twice as long as the distance from the rear crank shaft 11 to the front crank connecting shaft 9 and is installed below the front crank 13. ,. This relative front Kura ink split Ngu受shaft are fixed out of the preceding click rank I ³ is an operation which hula Ihoinore 1 doubles the inertial rotation force Zhang, subsequent click rank and off La Ihoi / scan pre ring provided Les 12 bearing shaft朽spring 30 to face the hole 26.3] is receiving resiliently sandwiching Memi the preceding clan click split ring bearing shaft 2 ⁴ in the rotational direction .

In this manner, the piston is operated with two cranks, and the compression and exhaust strokes of the explosion and suction, compression, and exhaust strokes performed during one round trip of the piston are performed. Due to the occurrence of inter-axle dislocation temporary cracking that occurs only in the post-compression stage], starting from the point when two-thirds of the compression stroke has elapsed with the rotation of the crank connecting shaft 9 >> Top dead center The operation is completed at about 10 degrees before this, but in this operating region, the two shafts are used to rotate the front and rear cranks to shorten the distance between both crank shafts. It operates as a crank between shafts. In other words, for only the partial area in the post-compression stage, the distance between the two shafts is temporarily reduced to a flute at the interval between the front crank fulcrum shaft M provided in the front crank I ³ and the rear crank shaft 11. The rotating force of the crank and flywheel is the remaining rotating force of the explosive power of the first stage explosion process1), which is several times the power factor of the insidious rotating force. is raised to its labor saving driving force is the gel front click rank connection shaft 9 which transmits the pre-dunk rank I ³ directly from the preceding class link fulcrum shaft 14 pushed, earthenware pots row ¾ when this short Inter-axis operation of the crank arm radius is performed * During the compression stroke only in the later stage, the crank arm radius is reduced by about 1/3. **,, Next operation Then, the explosion stroke and the suction stroke are the same, and the compression stroke and the exhaust stroke are also the same.

The case of the explosion process is described with reference to Fig. 5. When the starting force is lowered downward to the right by the front crank 9 via the connector 6, the violent power is fixed to the front crank ^9. The front crank 13), and the front crank 13 has the front crank fulcrum * έ which is its own support, and the rear crank which is the support of the rear crank and flywheel 1 | In the vicinity of the axis of the Rank Kill, the pre-clamp spring support fixed to the lower end of the pre-clunk 13 with an S center ratio of 1/3 or lessン Provided so as to correspond to the position where the front crank spring receiving shaft 24 is located in response to the operation of the power received by the link connection ⁹ . At the position of the hole 26 of the rear crank and fly hood 12, the front crank spring receiving member 2 is located at the missing portion of the hole, and is fixed by protruding. In the notch hole S, insert the front crank spring receiving ¾2 in the upper part. Half-fix it to the rear crank and flywheel 12 so that it is sandwiched in the lower part! ) By branch panel 30.31 Ru, to a circle direction of rotation of the front click rank I ^3, Ru Citea to produce a cushioning effect杲strength. Therefore from the preceding stage class link split ring bearing shaft 24 |. 2 motive power, ¾ panel 3] 31 1 is transmitted to the subsequent stage class tank and off La Ihoi Honoré 12, there Te rotate the subsequent click rank ί ^ΐ] . In this case, when the starting force from the piston 4 ΤΪ] moves the rear crank 11 ΤΪ, the power point is the front crank-disconnection ¾ 9 and the fulcrum is the rear crank. the resultant force point箧所of the ¾ 11 and the preceding click rank fulcrum ¾ 1 ^4, the work week point and a previous class Nkusupuri ring bearing shaft ^24. The force from the subsequent class link Split in g received, I plate panel 31 Ru in Shokushi contact with it]? Rotate the post-stage click rank ¾ 11 a later stage click rank and off La Hijo I / ¹ Roh 12 is moving It is.

Next, the pressures 1 and the air stroke will be described with reference to FIG. 2. When the piston 4 is at the lowest position, the front crank connection 9 rotates forward and moves upward. The force that raises the screw ⁴ upwards is due to the explosive force.]) The second-stage crank and flywheel 12 is rotated, and the inertial rotational force causes inertial rotation. Is this actuation force used in the second stage crank? The front crank spring receiver ½24 is located at a distance of at least twice the distance from S li to the front crank connection ¾9.Therefore, the power factor of the remaining inertia S rotational force is about twice is increased to,莂段click rank: 13 through the bare Li in g S you have to rotatable in front Kura link connecting 9 1, by increasing the co-down Rod ⁶ I] bis t ⁴ It is the transition. This operation starts when the second crank connection line ⁹ is located at the bottom dead center 4 of the subsequent crank drum fly-wheel 12. That is, the former stage crank connection β9 rotates forward and starts from the bottom dead center 44 of the latter stage and flywheel 1 at the position shown in Fig. 3 and reaches a half rotation distance to the top dead center 3 Of which, about two-thirds of the way, and the point where the front crank fulcrum fe w made a positive rotation and reached S to reach the bottom dead center position 4 of the rear crank and fly hoinole 12. Between. Until now, the crawling of the crank is the previous stroke.]} The subsequent explosive force is due to the inertial S rotational force due to the inertia of the explosive force. [Hoi] 2, from the panel panel 30 provided on itself to the front crank spring holder fixed to one of the front cranks 13, the front of the front crank 13 the crank pivot ¾ 1 ⁴ as a fulcrum. front crank違結¾ 9 Seikai shifted upward by ¾, co down and through the same ¾ Surubea-rings S on front stage class link違結¾ 9 'mouth As the piston 6 rises, the piston 4 rises in the cylinder 3 and about two-thirds of the compression stroke is taken as the normal rear stage $ έ11. , It stage crank connection shaft 9 The rotation of the crank 9 with the rotation of the crank cow, which rotates 9 Power is an increase of pressure 笸, compressive force is Ru is labor saving. The process up to this point is referred to as pre-compression. Next, the work of the crank Ei from the point in Fig. 3 is explained. The section from now on is referred to as the post-compression stage g. From now on, we will enter the second stage. First, the second stage and fly-hono] 2 · | τ It starts when the stage crank fulcrum shaft M rotates forward after the bottom dead center 4 of the rear stage crank / flywheel 12. Up to now, the force action of the compression stroke is: * The panel panel 30 which receives the rotational force of the rear crank and flywheel 12 apically rotates the front crank spring receiving shaft 24 in the forward rotation direction. This is the point of power, and the fulcrum or the post-stage crank axis:! ] And] ?, the point of action was the same as that of the front-stage crank shaft ^9. However, when entering the post-compression stage, the moment of inertia of the rear-stage crank and flywheel 12 is expressed by It is gradually switched to the front crank fulcrum shaft 14 installed on the crank and fly wheel, and then shifted to the front crank shaft 11, and only a part of the post compression stage is performed in the middle of the stroke. It becomes the arm crank connection axis. This operation is a short radius crank operation with a short distance I between the two crank shafts.In the normal crank operation, the crank radius is smaller than that of the rear crank shaft 11 with respect to the rear crank shaft 11. The section that operates with the normal crank radius extends from near top dead center in Fig. 4 to Fig. 5 '! ), And runs through from Fig. 2 to Fig. 3.

In the post-compression stage, the inertia rotational force of the rear-stage crank and flywheel / rail 12 is increased when the front-stage crank fulcrum shaft M reaches the bottom dead center position shown in Fig. 3. The axis position is slightly eccentric with the axis 11] 3, and the axis relation that is the shortest distance of the radius of the crank arm is used. Therefore, the inertial rotational force is the rotational force of the rear-stage crank and flywheel 12), and the force directly shifts to the front-stage crank fulcrum shaft 14 and takes the action point.], The front-stage crank shaft i To form a new axial crank body: 5: This crank arm is configured so that the radius of the crank arm is about one third that of a normal crank radius. Therefore, the shorter the radius of the crank arm, the higher and stronger the power factor of the axle tensioner action. The force acts directly on the front 'step crank connecting shaft 9 in the upper part of the front 13 crank 13 * Lighten the connector 6 or piston 4 Press up and compress. At the end of the post-compression stage, the intermediate shaft rapid rotation operation performed by the front crank connecting shaft 9 is, as shown in Fig. 4, where the front crank connecting shaft consists of the center of the biston bin 5 and the front crank fulcrum shaft. Slightly before the two-point sales line center line 2 connecting the centers of W * A force repulsing leftward against forward clockwise rotation occurs. The repulsive force reaches ^^ above 16], and] 3. Further on, the center of the preceding crank connecting shaft ⁹ shifts, and if it crosses this top dead center 16 only slightly in the clockwise direction, at the same time, The force of rapid rotation to the right, opposite to the direction of the previous repulsion, is generated, and the intermediate shaft rapid rotation is completed, but at the same time, the rear crank connecting shaft 10 is at its top dead center 43. j?] 5 degrees Even before this, the rotation of the preceding crank connecting shaft 9 never rotates in the reverse direction, but continues in the normal rotation. In this case, in the crank operation of the normal engine, the maximum explosive power due to the ignition is caused by the biston 4 and reaches the crank connection shaft at a time before the position of the top dead center 3 by the biston 4. The engine is stopped by rotating the crank in the reverse direction. However, in the wood-invented engine, even if an explosive force pushes down on the front crank connecting shaft 9 from above, the force is not equal to that of the crank running near top dead center. This is a low power factor value due to the irrationality of the coupling mechanism of the condole.For example, in an engine with a cylinder capacity of〗 0 Occ, the force value for pushing down the crank connecting shaft is about 600. Due to irrationality, the power factor drops from 0 to 15% around top dead center, about 150%, and the remaining rotational force for compression is about 4 minutes of the previous explosion force value Since it is about 1, there is about〗 50 A9 * It takes about 300 in total, and the crank connecting axis is opposed to the force value of ^. Pushing up force towards is the next through. It is a crank arm with a short radius that is formed by combining the rear crank shaft 11 and the front crank shaft 14 in the post-compression stage, and the two shafts are extremely short. The rear crankshaft 11 is converted to the main shaft.] 3 and the front crankshaft 1 »is converted to the connecting shaft, and the force is transmitted directly to the front crank 13 and the front crank is transmitted. Although the connecting shaft 9 can be pushed up, this inter-axis transposition temporary crank operation, which operates only in the post-compression stage, is as short as approximately one-third of the crank radius arm in other stroke sections. The inertia rotational force accumulated in the second-stage crank / flywheel / re 12 has a power factor of approximately three times, and since the expected compression force is 150, it is three times that. At the end of the post-compression stage, the top of the wheel is slightly accelerated, and the excess rotation force causes the flywheel to further accelerate forward rotation. At the same time as the intermediate shaft rapid rotation operation is completed, the front-stage crank connecting shaft ⁹ ′ accelerates and rises above the two-dot chain line center line 29. Between the axis of the tonpin 5 and the preceding crank axis 14, it can be bent in the right-hand direction and bent in the opposite direction. Not, it is that this operation is completely prevent reverse rotation. Therefore, this engine does not require absolutely accurate ignition and explosion at top dead center and does not require high octane gasoline. Also, the fuel is low or LP gas. Charcoal gas. Hydrogen alcohol / can produce strong enough power.

The inter-axis transposition temporary cranking operation performed by this engine is not possible. >> The shaft-to-shaft combination that occurs temporarily when the short crank shaft between the rear crank shaft U and the front crank fulcrum shaft I ⁴ is set And it is long in a normal crank shape. .

Brief description of drawings

FIG. 1 is a front sectional view of the present invention, and FIG. 2 is a side sectional view at the time when an explosion stroke or a suction stroke is completed. Fig. 3 is a diagram at the time when the pre-compression stage ends at lJ in the compression process or the exhaust stroke, and continues to enter the post-compression stage. Fig. 4 The post-compression stage is over at the time of the butt! Immediately, the intermediate shaft rapid operation is activated, and even if the front-stage crank connecting shaft 9 receives an explosive force, it overcomes the force corresponding to the explosion, and the flywheel 12 saves labor. It is a diagram when a forward rotation is obtained by causing a reverse rotation. Fig. 5 shows that when the engine is normal, It is a diagram that begins to grow. Figure 6 shows the force value of the starting force at the time of the explosion and the force value generated at the circumferential angle that indicates the distribution of effective and invalid torque that changes with the transfer of biston 4. It is a straight line. In the figure, Α indicates the case of a normal engine.] 3, B indicates the case of the present engine. Next, the numbers and names in the figure are described.

] = Hydrant, 2 = cylinder head, 3 cylinder, 4 = piston, 5 = piston pin, 6 = conrod, 6 '= cond center, line 7 = cond ⁸ = Front crank connection pairing 9 = Front crank connection shaft 9, 9, = Center line of front crank connection shaft 9, 9 "= Front crank fulcrum shaft Radial curved line at which the front crank spring receiving shaft 2 moves angularly with M as a fulcrum, 9 = Radial arc line of the front crank 13, 10 = Post crank connection shaft, 11 = Post crank shaft * 12 = Rear crank and flywheel / u 13 = Front crank, M = Front crank fulcrum axis, 14 '= Front crank axis, (also known as front crank fulcrum axis M) 15 = Cluster Link casing * 16 = Top dead center of front crank, 24 = = Front crank spring receiving shaft, 26 = Notch for front crank spring receiving shaft, 29 = The center line of the two-dot chain line connecting the center of bis Tonbin 5 and the preceding crank axis 14 '>> 30 = panel panel, 31 = panel panel, 43 = back stage Top dead center of crank and fly huy 12, 44 = post stage Bottom dead center of the crank and fly-hoy 12, ⁴⁶ = cushioning material to fill the gap between the rear crank connecting shaft 10 and the front crank connecting shaft 9, 47 = external space of the panel panel 31,

Industrial applicability

This engine is the most fuel-efficient and energy-saving engine that can save a lot of fuel oil.] 9, The engine's weight to horsepower ratio is extremely large. It is a high-efficiency engine that can be activated with the same amount of fuel oil, which is about twice as large as the engine. With the first structure, it is accurate at the top dead center of the piston like a conventional engine. With maximum explosive power Was the first condition, but in this engine, 1) ignition was started at about 30 degrees before top dead center. * The maximum explosive power was about 18 degrees before top dead center. Even if it responds to the crank, the repulsion force of the same is applied to the crank. * The residual inertia generated in the previous stroke by Flyhoy, etc. with the same crank axis By using the torque, the power factor of the crank rotation is extremely enhanced and can be adjusted only in the forward rotation direction, so that the forward rotation is continuously accelerated without reverse rotation. Therefore, this engine does not require a complete top dead center explosion, does not require the use of high-octane gasoline, and uses fuel oil, kerosene, light oil, heavy oil A, LP gas, charcoal gas, and hydrogen gas. -Can be used. In addition, since the engine efficiency can be improved up to 70%, it is considered to be a small-sized, light-weight, and large-horsepower engine. :!: If the engine is manufactured by the engine of the present invention, a power of about 150 horsepower can be exerted. Since the conventional engine has a power of about 150 horsepower in the 200 tc class, It has the same output as. Therefore, automobiles generate strong horsepower with a small engine, so it is desirable to have more than a constant horsepower as a normal passenger car.] * All passenger cars around the world have a sufficient engine capacity of 600 c. . If automobiles around the world adopt this engine system in the near future, the amount of exhaust gas will be reduced to about one-third of the amount released at present. Is decreasing :! It will be a pollution-free period in the 980s. If this engine method is applied to a large engine, the fuel cost can be reduced to two minutes: I or less ¾]? * Low self-generated electricity, passenger fare * Ship fare, truck freight, etc. _Β that can be charged

Claims

The scope of the claims

(1) The rear crank and flywheel (12) is fixed to the rear crankshaft (11), which is the output shaft, and the rear crank and flywheel (12) are fixed to the rear crankshaft (12). In a conventional reciprocating engine in which both ends of the connecting shaft (10) are fixedly integrated into a crank shape, the crank structure is used as it is as a subsequent crank mechanism. * In addition to this rear-stage crank mechanism, the front-stage crank connecting shaft (9) is arranged side by side on the inner side of a pair of individual flywheels and rails ( ^{] 2} ). The front-stage crank (13), which is fixed and formed in a crank shape, is combined, and a pair of front-stage crank fulcrum shafts (14) are provided below the front-stage crank (13). Inside, it is also used for the front crank shaft (W,). When the engine is turned to the last two-thirds of its position in the cross section when viewed from the side, the front crank provided in the front crank (13) The position of the connecting shaft (9) is set at a position about 50 degrees backward in the reverse rotation direction from the top dead center (43) of the latter stage crank (12). The position of the front-stage crank fulcrum shaft (14), which is provided with respect to the rear-stage and fly-hoy (), is located on the vertical center line passing through the second-stage crank shaft: (11). a top portion of the dead center (44), but axially set in pairs upstream classifier tank (13) made to correspond to the position, in this case, front class link fulcrum shaft (I ⁴⁾ and subsequent class link The axis (U) is defined as the inter-axis operation crank whose distance between the axis centers is a short radius of one-third of the radius of the crank arm. It is an operation of only frequency compression after stage of the compression stroke.

The rear crank connecting shaft (10) penetrates inside the front crank connecting shaft (9) in the axial direction, and both ends are fixedly integrated with a pair of rear crank / flywheels (12). The _β front rank connecting shaft (9) where the rank is formed is connected with the front crank connecting shaft (9) along the radial arc line (9 '") and the rear crank (9). ^The cushioning material () is interposed so that the ⁹ ) and the subsequent crank () 0) do not directly contact. A mouth bearing (8) having the same inner diameter hole as that of the shaft of the front crank connecting shaft (9) is fitted around the outer periphery of the front crank connecting shaft (9). The outer periphery of the ring (8) is sandwiched between the upper and lower joints (7) of the clamp by the joint bending member, and tightened with bolts and nuts. Axle (6) and piston (4) are installed with piston pin (5). Front crank spring receiving shaft (fixed to a pair of front cranks (I ³ ))

The position of (24) can be determined at any position on the entire circumference near the outer periphery of the rear crank and flywheel (12). For the front crank spring receiving shaft installed at that location The cut-off hole (26) should be aligned with its position, but the distance should be at least twice the distance from the rear crank shaft (II) to the connecting shaft (9). Panel panels (30) and (31) are semi-fixed inside the notch holes (26) for the front crank spring receiving shaft provided in the front crank and flywheel (12). A reciprocating engine with a two-stage crank mechanism, characterized in that the front-stage crank spring receiving shaft (24) is elastically strong and free and is tightly sandwiched.

(D) preceding click rank fulcrum shaft of the front click rank (I ³⁾ the (I ^4), subsequent click rank axis (11) in close proximity to thereby form * a lever click rank actuatable rows are Then, it works only for the final stage of the compression stroke, and the crank arm becomes about 3 minutes © 1 of the normal crank arm radius performed by the post-stage crank and flywheel (12). In order to keep a short radius distance, the front crank shaft (14,) is brought close to the rear crank shaft (11) so as to operate as a * armor working crank, and the piston (4) moves. Combustion force and, at the same time, after compression, against the arrival of the maximum explosive force due to early ignition and ignition. Claim 1. The first reciprocating crankshaft of claim 1, characterized in that the reciprocating is prevented and the forward rotation is accelerated. Down _c