WO2014162144A1 - Moteur à pistons opposés - Google Patents

Moteur à pistons opposés Download PDF

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Publication number
WO2014162144A1
WO2014162144A1 PCT/GB2014/051052 GB2014051052W WO2014162144A1 WO 2014162144 A1 WO2014162144 A1 WO 2014162144A1 GB 2014051052 W GB2014051052 W GB 2014051052W WO 2014162144 A1 WO2014162144 A1 WO 2014162144A1
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WO
WIPO (PCT)
Prior art keywords
crankshaft
eccentric
piston engine
opposed piston
eccentric disc
Prior art date
Application number
PCT/GB2014/051052
Other languages
English (en)
Inventor
Jean-Pierre Pirault
Ali VESHAGH
Original Assignee
Osp Engines Limited
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 Osp Engines Limited filed Critical Osp Engines Limited
Publication of WO2014162144A1 publication Critical patent/WO2014162144A1/fr

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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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
    • F01B7/14—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on different main shafts
    • 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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders

Definitions

  • This invention relates to but is not limited to engines operating on either the 4 stroke or 2 stroke cycles, and to the use of eccentric rods for connecting the crankshafts of opposed piston engines having more than a single crankshaft.
  • the invention may also be used in relation to a compressor.
  • the linking of opposed piston engine crankshafts usually involves gear trains with at least 3 and sometimes 6 gears, or the use of toothed belts.
  • the span between the rotating centres of crankshafts of an opposed piston engine may be long, for example typically five times the engine stroke, so there are backlash control issues with gear drives, particularly as there are multiple bearings with clearance supporting the gears.
  • Toothed belts may be used to connect the crankshafts of opposed piston engines, but need several belt guides and tensioners to handle the long spans.
  • an eccentric rod is used to transmit torque from a first rotating crankshaft to a second rotating crankshaft and to maintain a notionally fixed phase angle between the first and second rotating crankshafts.
  • Eccentric rods are relatively simple to manufacture and assemble, are very reliable, very quiet, have low friction, have a long life and are low cost. Eccentric rods have issues with tolerances and differential thermal expansion with respect to aluminium crankcases, but there are known and proven solutions to those difficulties. The following aspects may be considered in applying eccentric rods to opposed piston engines:
  • crankshafts Most opposed piston engines have a phase angle of at least 10° crankangle between the crankshafts and so this eliminates the chances of both crankshafts locking at inner dead centre or outer dead centre. This may allow the use of a single eccentric rod to link the crankshafts.
  • the eccentric rods In order for the two crankshafts to contra-rotate (but not exclusively for that reason), the eccentric rods must "cross-over" from one crankshaft to the other crankshaft, i.e. the relative orientation of the maximum throw on the eccentrics of each crankshaft should somewhere between 90° - 270° crankangle. Contra- rotation of the twin crankshafts may reduce some aspects of engine vibration. 3) When using two eccentric rods, their phasing orientation to each other (on each crankshaft) should ensure maximum turning moment, i.e. 90° phasing.
  • the orientation angle of an eccentric disc is measured from 0- 360 Q relative to a fixed axis, such as YY in Figure 1 .
  • the orientation angle a is the angle subtended between the axis YY and an axis passing through the centre of the rotating shaft, for example the centre of 20, and the corresponding centre 3c of the eccentric disc 3b.
  • Contra rotation of a body indicates rotation of that body in an opposite sense to the rotation of another body.
  • Clockwise or counter clockwise rotation of a body indicates rotation of that body in the same sense as to the rotation of another body (i.e. relative to that other body).
  • a tooth sprocket is a cylindrical solid of revolution with evenly spaced and evenly sized radial teeth on the outer diameter of the solid, the major axis of said teeth being parallel with the centre axis of the solid of revolution and being of a tooth form that can engage with a corresponding continuous belt which has internal teeth to match the space between the teeth on the outer diameter of the solid of revolution.
  • a tooth belt is a continuous bendable strap with internal teeth that can rotatably link a first tooth sprocket to a second tooth sprocket in order to transmit torque from the first tooth sprocket to the second tooth sprocket.
  • a crankshaft such as shaft 10 or shaft 20 in Figure 2 and Figure 3, is a rotating part which in combination with a connecting drive rod converts the reciprocating motion of pistons to rotary motion.
  • a piston is the moving part of a positive displacement volumetric machine that acts on the fluid to displace, compress or expand the fluid.
  • the piston is usually of a male cylindrical shape which engages closely in a corresponding cylinder of a female shape, the motion of the piston moving the fluid to and from the cylinder.
  • a power piston operates in the combustion cylinder and compresses and expands the gases in the combustion cylinder as part of the combustion process.
  • An opposed piston engine or compressor is an engine or compressor in which two power pistons slide in phase in a common cylinder compressing and expanding a common volume of air.
  • An opposed stepped piston engine is an opposed piston engine or compressor that has at least one air transfer piston.
  • An air transfer piston is a piston used to transfer air from the air intake system to the power piston.
  • the air ports of a 2-stroke engine are those apertures or openings in the cylinder wall of the cylinder of the 2-stroke engine which control the admission of air to the cylinder that will be used for combustion.
  • the exhaust ports of a 2-stroke engine are those apertures or openings in the cylinder wall of the cylinder of the 2-stroke engine which control the expulsion of exhaust gases from the cylinder after combustion.
  • the "air” piston is the power piston which controls the opening and closing of the air ports of the combustion cylinder.
  • the “exhaust” piston is the power piston which controls the opening and closing of the exhaust ports of the combustion cylinder.
  • the "phase” of a moving part of an engine relates the relative timing of that moving part to other moving parts.
  • the phase angle is usually defined in terms of crankangle difference between the two moving parts.
  • the exhaust piston of an opposed piston engine usually moves with an advance of 20 Q crankangle versus the air piston; this means that the exhaust piston will reach its inner dead centre position before the air piston reaches its inner dead centre position, i.e. earlier in terms of the engine operating cycle.
  • “Inner dead centre”(IDC) refers to innermost position of a piston in its travel in the cylinder of an opposed piston engine, i.e. the closest position of the piston towards the centre of the cylinder. In engines with cylinder heads, IDC is normally referred to as "top dead centre".
  • ODC Outer dead centre
  • Scavenging air flow of a 2-stroke engine is the term frequently used to describe the air flow that passes into a 2-stroke engine, some of which is retained for combustion. The remainder of the air passes through to the exhaust system, removing or scavenging the burned products of combustion, also known as the exhaust products of combustion, from the cylinder.
  • Ports of 2-stroke engines are the apertures in the cylinder walls that enable the flow of gases from or into the cylinder.
  • reference Figure 2, 40 are the exhaust ports that allow the exhaust to flow from the cylinder, when uncovered by the power piston 22a, to the exhaust pipe.
  • Air ports 7a allow fresh air from the engine scavenge pumps or stepped pistons to enter the combustion cylinder volume; the air ports are opened and closed by the motion of the power piston 24a.
  • a double diameter, also known as stepped, piston is a piston with two diameters such as 22a and 22b, each of which separately engages one of two female cylinders such as 22 and 1 c, the diameters of said cylinders lying on a common axis.
  • the two piston diameters are usually rigidly connected, with the smaller diameter piston being the power piston 22a and the larger diameter 22b being the air transfer piston.
  • a stepped cylinder comprises a first cylinder, such as 22 or 24 which has a first diameter for a first length and which is joined to a second cylinder 1 c which has a second diameter for a second length, the axes of first and second cylinders lying on the same axis.
  • the stepped piston and the stepped cylinder may be part of either a compressor or an engine.
  • an opposed piston engine with at least a first crankshaft and a second crankshaft, and a drive system rotatably linking the first and second crankshafts, the drive system including an eccentric rod assembly configured such that the phasing between the first and second crankshafts is held substantially constant.
  • an opposed piston engine includes at least a first crankshaft and a second crankshaft, phased relative to each other by at least 5° crankangle, in which at least a first eccentric rod assembly rotatably links the first crankshaft with the second crankshaft.
  • a first eccentric disc on the first crankshaft is orientated between 45-270° crankangle difference relative to a first eccentric disc of the second crankshaft.
  • a second eccentric rod assembly is used to link the first crankshaft with the second crankshaft.
  • a first eccentric rod assembly is rotatably connected to a first crankshaft, and rotatably connected to an intermediate drive shaft which is in connection with the second crankshaft by means of either gears, or gears and toothed belts, or another eccentric rod assembly.
  • a compressor having at least a first crankshaft and a second crankshaft, and a drive system rotatably linking the first and second crankshafts, the drive system including an eccentric rod assembly configured such that the phasing between the first and second crankshafts is held substantially constant.
  • Figure 1 is a diagram showing the elements of an eccentric rod drive
  • Figure 2 is a side view of the general diagrammatic arrangement of a single cylinder opposed piston engine with stepped pistons and an eccentric rod link between the crankshafts;
  • FIG. 3 is a simplified diagram of the engine of Figure 2;
  • Figure 4 is a diagram of an opposed piston engine with two eccentric rods located on a first side of the engine
  • Figure 5 is a diagram of an opposed piston engine with a 5 first eccentric rod located on a first side of the engine, and a second eccentric rod located on a second side of the engine;
  • Figure 6 is a diagram of an opposed piston engine with an eccentric rod on a first crankshaft linked to an intermediate shaft which is connected to a second crankshaft by another eccentric rod
  • Figure 7 is a diagram of an opposed piston engine with an eccentric rod on a first crankshaft linked to an intermediate shaft which is connected to a second crankshaft by a gear set.
  • Figure 8 is a diagram of an opposed piston engine with an eccentric rod on a first crankshaft linked to an intermediate shaft which is connected to a second crankshaft by a toothed belt.
  • the engine includes a first crankshaft 10 and a second crankshaft 20, and a drive system rotatably linking the first and second crankshafts 10, 20.
  • the drive system includes an eccentric rod assembly configured such that the phasing between the first and second crankshafts 10, 20 is held substantially constant.
  • the drive system includes a mechanism for providing drive between a first and a second crankshaft.
  • the drive system includes an eccentric rod assembly, and may optionally include one or more further drive shafts, for example.
  • the drive system may include a second eccentric rod assembly.
  • the drive assembly may include a drive belt or gear train, for example, between a drive shaft and one of the crankshafts.
  • the eccentric rod assembly includes an eccentric rod (which may be a rigid rod), at least one end of which defines an aperture adapted to receive a respective eccentric disc.
  • An eccentric rod assembly may include a single rigid rod, or may include a plurality of rods, connected to one another.
  • the eccentric rod assembly provides a first eccentric disc on the first crankshaft, a second eccentric disc on the second crankshaft, and an eccentric rod receiving the first and second eccentric disks.
  • the first and second crankshaft are phased by at least 5° crankangle.
  • An eccentric disc such as 2b (or 3b), is a cylindrical solid of revolution, having its centre of geometry offset from the centre of rotation of the first shaft 10 or second shaft 20 to which it is connected, which rotates about the centre of rotation of the respective shaft.
  • the pair of crankshafts each provides a respective eccentric disc adapted to rotate on its crankshaft, its centre of rotation being offset from its geometrically central point.
  • a first eccentric disc is provided on a first crankshaft and a second eccentric disc is provided on a second crankshaft, such that the apertures at each end of the eccentric rod receive the respective first and second discs. In this way, motion is transferred from the first crankshaft to the second crankshaft and the relative phasing of the crankshafts and remains substantially constant from one revolution to another.
  • the apertures may be formed as cylindrical eyelets, which may provide low friction bearings to enable smooth transmission of motion from one rotating eccentric disc, such as 2b which is connected to first crankshaft 10, to the other eccentric disc 3b which is connected to second crankshaft 20. While the term 'cylindrical eyelet' is used throughout the description, it should be understood that other forms of aperture are contemplated, and that the term should not be seen as restrictive on the form of aperture that is suitable for carrying out the invention.
  • the eccentric rod 9 typically comprises a straight rod 1 with a first cylindrical eyelet 2 having a rolling element or plain bearing 2a which is in rolling or sliding contact with a first cylindrical eccentric disc 2b, rigidly fixed to the first rotating shaft 10 or crankshaft, and said straight rod 1 having a second cylindrical eyelet 3 with a rolling element or plain bearing 3a which is in rolling or sliding contact with a second cylindrical eccentric 3b, rigidly fixed to the second rotating shaft 20 or crankshaft.
  • the eccentric rod 9 and its eyelets have many embodiments but may simply be monolithic and sometimes, depending on materials and loadings, the eccentric rods can operate directly on the eccentric discs without the need for either special rolling element or plain bearings.
  • the eyelets 2 and 3 may be split with caps and fixing bolts, as is commonly used with connecting rods, to ease assembly or to provide means of compensating for tolerance stacks.
  • the function of the eccentric rod is to transmit torque from a first rotating shaft to a second rotating shaft and to maintain a notionally fixed phase angle between the first and second rotating shafts.
  • the centre 2c of the eccentric 2b rotates clockwise 2d about the centre of the shaft 10 with a fixed radius.
  • the rotating motion of the eccentric 2b is transmitted to the rod 1 and thence to the cylindrical eyelet 3 which then rotatably drives the eccentric disc 3b, which has a geometric centre 3c with a fixed radius from the shaft 20.
  • a second eccentric rod assembly may be arranged to link the same shafts 10 and 20 with another pair of eccentric discs that are each orientated at some relative angle to the eccentrics discs 2b and 3b of the first eccentric rod assembly.
  • This second eccentric rod because of its relative orientation angle to the first eccentric rod, will necessarily have the centres of rotation of its eccentric discs in non-aligned positions to each other when the eccentricities of the first eccentric disc 2b and second eccentric disc 3b are aligned, thus providing a torque arm to ensure continued rotation of the shafts 10 and 20, and therefore avoiding the previously mentioned locking tendency of eccentric discs 2b and 3b.
  • the centres of rotation of the eccentric discs of the second eccentric rod When the centres of rotation of the eccentric discs of the second eccentric rod become aligned, the centres of rotation of the eccentrics of the first eccentric rod will necessarily be in non-aligned positions to each other, thus providing a torque arm to ensure continued rotation of the shafts 10 and 20, and therefore again avoiding the locking tendency In this manner, the pair of eccentric rods help maintain the rotation of the shafts as well as transmitting the torque and sustaining the phase angle between the shafts.
  • an opposed piston engine 100 has a first stepped piston 22a and 22b and a second stepped piston 24a and 24b operating in a stepped cylinder assembly comprising cylinder bores 22, 1 c and 24, the larger diameter pistons 22b and 24b providing the air for combustion to the combustion cylinder within 1 c via the air ports 7a.
  • the first stepped piston 22a and 22b and a second stepped piston 24a and 24b are arranged, via their connecting rods 18 and 17 respectively and the phasing of their respective crankshafts 20 and 10, to reach their inner dead centre (IDC) positions substantially simultaneously.
  • Eccentric rod 9 which is substantially as described with reference to Figure 1 , links crankshafts 10 and 20 via the eccentric discs 2b and 3b, fixed to shafts 10 and 20, to control the designed phase angle between the piston sets 22a/22b and 24a/24b.
  • the optimum phasing between the piston sets of any cylinder of an opposed engine should be arranged so that the exhaust piston arrives at its IDC prior to the air piston arriving at its IDC, and this phasing difference, frequently referred to as the exhaust piston lead, is usually of the order of 5- 30 Q crankangle.
  • the eccentric discs 2b and 3b are orientated relative to each other so that the eccentric rod 9 achieves the desired phasing between the piston sets.
  • this diagram is a simplification of the opposed piston engine 100 shown in Figure 2, but with pistons 22a and 24a shown close to their notional IDC positions.
  • the eccentrics 2b and 3b of the eccentric rod system 9 will be phased to provide the designed phase angle between the pistons, as described with reference to Figure 2.
  • the existence of a phase angle between the pistons 22a and 24a which is arranged primarily for volumetric airflow and thermodynamic advantages, ensures that the crankshafts 10 and 20 never arrive simultaneously at either IDC or ODC, and hence there is always a torque arm in the crankshaft pair to avoid locking of the two crankshafts, as was described with reference to Figure 1 . It is therefore only necessary to have a single eccentric rod 9 to connect the crankshafts of an opposed piston engine which has a phase angle greater than zero between the crankshafts.
  • an opposed piston engine is provided with at least a first crankshaft 10 and a second crankshaft 20, phased relative to each other by at least 5° crankangle, in which at least a first eccentric rod 9 is used to rotatably link the first crankshaft 10 with the second crankshaft 20.
  • the first eccentric disc on the first crankshaft is orientated between 45° -270° crankangle difference elative to the second eccentric disc fitted to the second crankshaft in order to ensure that the first crankshaft 10 rotates in an opposite sense to crankshaft 20 so that the pistons 22a and 24a move simultaneously towards IDC and ODC.
  • the phase angle difference between the crankshafts is usually such that the exhaust crankshaft is phased at least 5° crankangle difference to the air crankshaft, and the preferred phasing provides at least 5° crankangle advance of the exhaust crankshaft relative to the air crankshaft.
  • this is derived from the arrangement shown in Figure 3, but has an additional eccentric rod assembly, similar to the original eccentric rod assembly, which comprises a straight rod 1 1 c with a first cylindrical eyelet 32 having a rolling element or plain bearing which is in rolling or sliding contact with another first cylindrical eccentric 32b, rigidly fixed to the first rotating crankshaft 10, and said straight rod 1 1 c having a second cylindrical eyelet 31 with a rolling element or plain bearing which is in rolling or sliding contact with another second cylindrical eccentric 31 b, rigidly fixed to the second rotating crankshaft 20.
  • this embodiment of the invention is an opposed piston engine in which a second eccentric rod is used to link the first crankshaft with the second crankshaft, in which the second eccentric rod on the second crankshaft is phased between 90°-180° crankangle cfiference relative to the first eccentric rod.
  • the main rationale for the second eccentric rod is to increase the probability of full rotation of the crankshafts under all extreme operating conditions, although there is sufficient confidence in the main invention of use of a single eccentric rod, as described with reference to Figure 3, that use of the second eccentric rod may be viewed as a source of redundancy and safety in case of bearing failures or partial seizures of the first eccentric rod.
  • the eccentric rod assembly may include a drive shaft positioned as an intermediate shaft between the first and second crankshafts.
  • the eccentric rod assembly may be provided between a crankshaft and the drive shaft, to transmit rotational drive therebetween.
  • drive is transmitted from the drive shaft to the other of the crankshaft by another means of transmission, such as by a drive belt, gear arrangement, or the like.
  • an intermediate static shaft 80 fixed to the engine frame, is located between the two crankshafts 10 and 20.
  • a first eccentric rod assembly 69 comprises a straight rod 1 1 1 a with a first cylindrical eyelet 62 having a rolling element or plain bearing which is in rolling or sliding contact with a first cylindrical eccentric disc 62b, rigidly fixed to the first rotating crankshaft 10, and said straight rod 1 1 1 a having a second cylindrical eyelet 63 with a rolling element or plain bearing which is in rolling or sliding contact with a second cylindrical eccentric disc 63b, rigidly fixed to a rotating sleeve 81 mounted on the fixed intermediate shaft 80.
  • Another first eccentric rod 1 19 comprises a straight rod 1 1 1 b with a first cylindrical eyelet
  • the second eccentric disc 63b of the first eccentric rod 69 is preferably phased at 45°-270° crankangle difference relative to the first eccentric disc 62b fitted to the crankshaft 10.
  • the further first eccentric disc 132b fitted to the rotating sleeve 81 is preferably orientated at the same or similar angle to the second eccentric disc 63b.
  • the further first eccentric disc 132b on the rotating sleeve 81 is also phased at the same or similar angle to the second eccentric disc 133b fitted rigidly to the crankshaft 20, so that the rotation between the crankshaft 20 is in the same direction as the rotation of the rotating sleeve 81 , which is in contra-rotation to the direction of rotation of crankshaft 10.
  • a benefit of this embodiment is that the rotating sleeve 81 may be extended with a flange to connect with an external load or with pulleys to drive auxiliaries from any point along the engine frame between the two crankshafts 10 and 20, for cases in which it is not convenient to drive an external load or auxiliaries from either crankshaft.
  • a first eccentric rod 79 comprises a straight rod 1 1 1 a with a first cylindrical eyelet 72 having a rolling element or plain bearing which is in rolling or sliding contact with a first cylindrical eccentric disc 72b, rigidly fixed to the first rotating crankshaft 10, and said straight rod 1 1 1 a having a second cylindrical eyelet 73 with a rolling element or plain bearing which is in rolling or sliding contact with a second cylindrical eccentric disc 73b, rigidly fixed to a rotating sleeve 81 mounted on the fixed intermediate shaft 80.
  • a first spur or helical gear 82 is also rigidly fixed to the rotating sleeve 81 , and this first gear 82 is in mesh, at an overall one-to-one gear ratio, with at least one other gear 84, which is rigidly fixed to the crankshaft 20 so that the rotary motion of the rotating sleeve 81 is transmitted to crankshaft 20.
  • gear 82 will either be rotating in the same direction as the crankshaft 10, or in contra-rotation to the crankshaft 10.
  • an idler gear 83 may be interposed between gear 82 and gear 84 if crankshaft 20 is required in contra-rotation to crankshaft 10.
  • gear 82 meshes directly with gear 84 in order to ensure crankshaft 20 is in contra- rotation to the first crankshaft 10.
  • the embodiment of Figure 7 is an opposed piston engine in which a rotating sleeve 81 on the fixed intermediate drive shaft 80 is in connection with a second crankshaft by means of gears.
  • the main purpose of this embodiment is provide some additional rotary drives via the gears for the operation of auxiliaries or power take-offs.
  • a first eccentric rod 90 comprises a straight rod 1 1 1 a with a first cylindrical eyelet 92 having a rolling element or plain bearing which is in rolling or sliding contact with a first cylindrical eccentric disc 92b, rigidly fixed to the first rotating crankshaft 10, and said straight rod 1 1 1 a having a second cylindrical eyelet 93 with a rolling element or plain bearing which is in rolling or sliding contact with a second cylindrical eccentric disc 93b, rigidly fixed to a rotating sleeve 81 mounted on the fixed intermediate shaft 80.
  • a first toothed belt sprocket 181 is also rigidly fixed to the rotating sleeve 81 , and the external teeth of this first sprocket 181 are engaged by the internal teeth of a continuous tooth belt 182, the teeth of said tooth belt 181 also engaging with a the teeth of a second tooth sprocket 183, of the same size as the first tooth sprocket 181 , which is rigidly fixed to the crankshaft 20 so that the rotary motion of the rotating sleeve 81 is transmitted to crankshaft 20 via the first tooth sprocket 181 , the toothed belt 182 and the second tooth sprocket 183.
  • the tooth sprocket 181 will either be rotating in the same direction as the crankshaft 10, or in contra-rotation to the crankshaft 10.
  • the toothed belt 182 will transmit the contra-rotation to crankshaft 20 via tooth sprocket 183.
  • the embodiment of Figure 8 is an opposed piston engine in which a rotating sleeve 81 on the fixed intermediate drive shaft 80 is in connection with a second crankshaft 20 by means of a toothed belt 182.
  • the main purpose of this embodiment is to provide some additional toothed sprockets, not shown in Fig.8, which may be driven by the teeth of the belt for the operation of auxiliaries or power take-offs.
  • the tooth belt system may also provide some degree damping of torsional vibration between the crankshafts 10 and 20 and any rotary inertia connected to the rotating sleeve 81 .

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  • 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)
  • Transmission Devices (AREA)

Abstract

En référence à la figure 2, l'invention concerne un moteur à pistons opposés ayant au moins un premier vilebrequin et un deuxième vilebrequin, et un système d'entraînement reliant de manière rotative les premier et deuxième vilebrequins, le système d'entraînement comprenant un ensemble tige d'excentrique configuré de telle sorte que le phasage entre les premier et deuxième vilebrequins est maintenu sensiblement constant.
PCT/GB2014/051052 2013-04-05 2014-04-04 Moteur à pistons opposés WO2014162144A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1306182.5A GB2516411B (en) 2013-04-05 2013-04-05 Opposed stepped piston engine with eccentric rod drives and power take-offs
GB1306182.5 2013-04-05

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WO2014162144A1 true WO2014162144A1 (fr) 2014-10-09

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NL2024838B1 (en) * 2020-02-05 2021-09-13 Andreas Van Oosten Mattheus Internal combustion engine
CN113864193A (zh) * 2021-10-28 2021-12-31 珠海凌达压缩机有限公司 曲轴组件、泵体组件和压缩机

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GB584783A (en) * 1945-07-14 1947-01-22 Brush Electrical Eng Improvements in and relating to two-stroke internal combustion engines of the opposed piston type
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US2169807A (en) * 1938-03-04 1939-08-15 George R Lyon Compressor
US3069915A (en) * 1958-08-04 1962-12-25 Jr William S Sawle Coupling assembly for engine crankshafts
JPS56104120A (en) * 1980-01-23 1981-08-19 Takao Muto Double piston engine
US20070039323A1 (en) * 2005-03-11 2007-02-22 Tour Benjamin H Steam enhanced double piston cycle engine
US20080271715A1 (en) * 2007-05-03 2008-11-06 Dupont Stephen Internal combustion barrel engine
WO2009061873A2 (fr) * 2007-11-08 2009-05-14 Two Heads Llc Moteur à combustion interne monobloc à pistons opposés sans soupape

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NL2024838B1 (en) * 2020-02-05 2021-09-13 Andreas Van Oosten Mattheus Internal combustion engine
CN113864193A (zh) * 2021-10-28 2021-12-31 珠海凌达压缩机有限公司 曲轴组件、泵体组件和压缩机

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