JP2004162590A - Double acting piston engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve efficiency and stability when converting the reciprocating motion of a piston into the rotation of a crankshaft. <P>SOLUTION: This double acting piston engine has the crankshaft 60 integrally having a crankpin 61; cylinders 1, 2 having left and right cylinder chambers 15, 25 opposedly disposed with the crankshaft held in between; and a piston assembly 3 slidingly fitted in the left and right cylinder chambers and connected to the crankpin. The piston assembly is constituted by connecting the left and right pistons 50 by a connecting body 30 and disposing a rotary assembly 40 in a slidingly fitted manner in a cylindrical opening formed in the connecting body 30, and the crankpin is rotatably connected into an eccentric hole 44 formed in the rotary assembly. The rotary assembly 40 is provided with a rotation interlocking mechanism composed of a first roller 46 abutting on the outer peripheral surface of the crankpin, and a second roller 47 abutting on the outer peripheral surface of the first roller and the inner peripheral surface of the cylindrical opening. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a double-acting piston engine having a pair of cylinders facing each other on both sides of a crankshaft, and integrally connecting left and right pistons sliding on the cylinders.
[0002]
[Prior art]
Such a double-acting piston engine is disclosed in Patent Document 1 (Japanese Patent Publication No. 51-35645) filed by the present applicant. In this double-acting piston engine, an internal gear is formed on a connected body having pistons on the left and right, and an external gear pinion gear formed concentrically with the crankpin on the crankshaft meshes with the internal gear, thereby reciprocating the piston. The transmission is transmitted to the crankshaft via the internal gear and the external gear pinion gear to rotate the crankshaft. The present applicant has further obtained a U.S. patent for a double-acting piston engine in which the strength of the double-acting piston engine is improved and lubrication is improved (Patent Document 2: U.S. Pat. 347, 960).
[0003]
The double-acting piston engine disclosed in the U.S. Patent includes a crankshaft integrally including a crankpin eccentric by a predetermined distance e from a rotation center axis, and a crankshaft on an axis extending in a direction orthogonal to the crankshaft axis. , A cylinder having left and right cylinder chambers opposed to each other, and a piston assembly slidably disposed in the left and right cylinder chambers and connected to a crankpin. The piston assembly includes left and right pistons slidingly disposed in left and right cylinder chambers, a connecting body for connecting the left and right pistons, and a center having a center extending parallel to and eccentric to the crankshaft axis. A rotor rotatably slidably disposed in a cylindrical opening formed in the body. The rotor is formed with an eccentric hole eccentric by a predetermined distance e from the center axis thereof. A crankpin is rotatably connected to the eccentric hole, and a piston assembly is connected to the crankpin.
[0004]
In the double-acting piston engine having such a configuration, when the left and right pistons of the piston assembly reciprocate in the left and right cylinder chambers, the coupling body reciprocates together with the left and right pistons. It is transmitted to the shaft to rotate the crankshaft. That is, the rotor rotates in the cylindrical opening of the connecting body, and the crank pin relatively rotates in the eccentric hole of the rotor, so that the reciprocating motion of the connecting body is converted into the rotational movement of the crankshaft. As can be seen from this, in order to smoothly and efficiently convert the reciprocating motion of the piston assembly to the rotational motion of the crankshaft, the rotation of the rotor in the cylindrical opening of the coupling and the crank in the eccentric hole of the rotor are required. It is necessary that the rotation of the pin be performed smoothly without any resistance.
[0005]
[Patent Document 1] Japanese Patent Publication No. 51-35645
[Patent Document 2] US Patent No. 5,347,960
[0006]
[Problems to be solved by the invention]
However, since the diameter of the cylindrical opening is larger than the diameter of the eccentric hole, the rotational resistance of the rotor in the cylindrical opening of the coupling body is likely to be larger than the rotational resistance of the crankpin in the eccentric hole of the rotor. A slight advance angle difference may occur in the rotation angle, which may result in a non-smooth conversion between the reciprocating motion and the rotational motion. In the state where the engine is running normally, such phenomena are rarely canceled out by the inertial force of each member, but when the engine is running at low speed or when starting up When such a phenomenon occurs, there is a problem that rotation may become unstable or startability may be reduced.
[0007]
The present invention has been made in view of such a problem and can efficiently convert a reciprocating motion of a piston into a rotational motion of a crankshaft, thereby enabling stable operation even at a low rotation speed and improving engine startability. It is an object to provide such a double-acting piston engine.
[0008]
[Means for Solving the Problems]
In order to achieve such an object, a double-acting piston engine according to the present invention is rotatably supported about a first central axis C1, and extends eccentrically and parallel to the first central axis C1 by a predetermined distance e. A crankshaft integrally having a crankpin having two central axes C2, a cylinder having left and right cylinder chambers opposed to each other with the crankshaft interposed therebetween on an axis perpendicular to the first central axis C1; And a piston assembly slidably disposed in the right cylinder chamber and connected to the crankpin. Then, the piston assembly includes a left and right piston slidably disposed in the left and right cylinder chambers respectively, a connecting body for connecting the left and right pistons, and a third extending parallel to the first central axis C1 on the connecting body. And a rotor rotatably slidably disposed in a cylindrical opening formed with a central axis C3. An eccentric hole eccentric by the same distance as the distance e is formed, and the crankpin is rotatably connected to the eccentric hole, and the piston assembly is connected to the crankpin. Further, there is provided an interlocking rotation mechanism that is provided to be supported by the rotor and that rotates the rotor in conjunction with the rotation of the crankpin when the crankpin rotates about the first center axis C1.
[0009]
The interlocking rotation mechanism includes a first roller rotatably supported by the rotor and abutting against the outer peripheral surface of the crank pin, and a first roller rotatably supported by the rotor and having an outer peripheral surface of the first roller and a cylindrical opening. It is preferable that the second roller and the second roller be in contact with the inner peripheral surface. Further, it is preferable that two second rollers are provided so as to sandwich the first roller, and that urging means for urging these two second rollers in the direction sandwiching the first roller is provided.
[0010]
In the double-acting piston engine according to the present invention having such a configuration, the rotor rotates in conjunction with the rotation of the crankpin when the crankpin rotates around the first central axis C1 by the interlocking rotation mechanism. Even if the rotational resistance of the rotor in the cylindrical opening of the connecting body is larger than the rotational resistance of the crankpin in the eccentric hole of the rotor, the difference in the advance angle occurs in both rotation angles by the interlocking rotation mechanism. Can be suppressed. For this reason, such a difference in the advance angle does not occur even at the time of low-speed operation of the engine or at the time of starting, and the reciprocating motion of the piston can be smoothly and efficiently converted into the rotational motion of the crankshaft. Even when the engine is driven at a low speed, the rotation does not become unstable, and the startability of the engine is improved.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. 1 and 2 show a double-acting piston engine according to an embodiment of the present invention. This engine is configured such that a pair of left and right cylinders 1 and 2 are opposed to each other so as to sandwich a crankshaft 60. The two cylinders 1 and 2 each include a cylinder body 10 and 20 whose inner ends are opposed to each other, and cylinder heads 12 and 22 attached to the outer ends of the cylinder bodies 10 and 20 respectively. Spark plugs 13 and 23 and intake / exhaust valves 14a, 14b, 24a and 24b are attached to the cylinder heads 12 and 22, as shown.
[0012]
The cylinder bodies 10 and 20 are respectively formed with cylinder bores 10a and 20a having the same diameter and penetrating in a direction perpendicular to the rotation center axis C1 (first center axis) of the crankshaft 60, and these cylinder bores 10a and 20a are formed. Are covered by the cylinder heads 12 and 22 to form left and right cylinder chambers 15 and 25 opposed to each other with the crankshaft 60 interposed therebetween. These left and right cylinder chambers 15, 25 are formed coaxially. Note that cooling water passages 10b and 20b are formed in the cylinder bodies 10 and 20 so as to surround the cylinder bores, and a lubricating oil passage and a groove are also formed.
[0013]
The piston assembly 3 is slidably fitted in the left and right cylinder chambers 15 and 25. The piston assembly 3 includes a connector 30, a pair of left and right pistons 50, 50 connected to left and right ends of the connector 30 by bolts 58, and a rotor assembly 40 rotatably disposed in the connector 30. It is composed of The pair of left and right pistons 50, 50 slides into the cylinder bores 10 a, 20 a and are inserted into the cylinder chambers 15, 25, respectively. It is reciprocable in the axial direction.
[0014]
The pair of left and right pistons 50, 50 have the same shape and are formed as shown in FIG. The piston 50 includes a cylindrical head portion 51 that slides with the cylinder bores 10a, 20a, a pair of arc-shaped slipper portions 52, 52 extending rearward from upper and lower sides of the head portion 51, and a pair of slipper portions 52, 52. And are integrally formed with ribs 53 formed on the rear side of the head portion 51. Three ring grooves 51a, 51b, 51c (a piston ring groove and an oil ring groove) are formed on the outer peripheral surface of the head portion 51. The rib 53 has an insertion groove 53a extending vertically and a pair of upper and lower connection holes 53b formed across the insertion groove 53a. The outer peripheral surface of the head portion 51 and the outer peripheral surface of the slipper portion 52 form a cylindrical surface that slides on the cylinder bores 10a and 20a.
[0015]
As shown in FIGS. 4 to 6, the connecting body 30 has a ring-shaped rim portion 31 and a pair of connecting arm walls 33 extending from the rim portion 31 to both left and right sides. The rim portion 31 has a cylindrical opening, and a shoulder portion 32 protruding toward the inner peripheral side is integrally formed on one side in the thickness direction of the inner peripheral surface 31a of the cylindrical opening, and two upper and lower portions on the inner surface of the shoulder portion are formed. Is formed with an internal gear 32a composed of a plurality of teeth. A pair of upper and lower connection holes 33a is formed in each connection arm wall 33. Further, arc-shaped guide portions 35 that slide on the cylinder bores 10a and 20a are formed at two upper and lower locations on the outer peripheral side of the rim portion 31. A notch 35a is provided at one end of the guide portion 35, and a first lubrication hole 35b is formed to communicate the notch 35a with the inner peripheral surface 31a of the rim portion 31.
[0016]
The connecting arm wall 33 is inserted into the insertion groove 53a formed in the rib 53 of the piston 50, and the bolt 58 is inserted into the connecting holes 33a and 53b so that the piston 50 is inserted into both sides of the connecting body 30 as shown in FIG. Be combined. At this time, the slipper portion 52 of each piston 50 comes into contact with the guide portion 35 of the connector 30. In this state, the piston head portion 51, the slipper portion 52, and the outer peripheral surface of the guide portion 35 are arranged on the same circumference, and can slide on the cylinder bores 10a, 20a as shown in FIGS.
[0017]
As shown in FIG. 7, the rotor assembly 40 is configured by connecting a first rotor member 41 and a second rotor member 42 with a pair of left and right bolts 43 and is formed in a cylindrical shape having a cylindrical outer peripheral surface 45. . An eccentric hole 44 having a center axis C2 (second center axis) eccentric from the center axis C3 (third center axis) of the cylindrical outer peripheral surface 45 by a distance e is formed in the rotor assembly 40 (first and second rotor members 41, 42). 42). In addition, the coupling surface between the first rotor member 41 and the second rotor member 42 and the second central axis C2 overlap. A counterbore 42 b for the head of the bolt 43 is formed in the second rotor member 42, and a small second lubrication hole 42 a penetrating from the counterbore 42 b to the eccentric hole 44 is formed in the second rotor member 41. ing. Further, a lubricating groove 45a is formed on the outer peripheral surface 45 of the cylinder over the entire circumference.
[0018]
In the first rotor member 41, a pair of left and right roller installation spaces 41a opened on one side surface are formed in a symmetrical shape. In each roller installation space 41, a first roller 46 rotatably supported by a first support pin 46a and a pair of second rollers 47 rotatably supported by a second support pin 47a are arranged. Is established. A cover 49 is fixed to the side surface of the first rotor member 41 by bolts 49a so as to cover the pair of left and right roller installation spaces 41, 41. Here, the first support pin 46a is fixed to the first rotor member 41 and the cover 49 by a bolt 46b, and the first roller 46 is rotatably loosely fitted onto the first support pin 46a. ing.
[0019]
Further, a torsion coil spring 48 is attached to the bolt 46b on the cover 49, and both side legs 48a, 48a protrude into the roller arrangement space 41 through the opening of the cover 49 and engage with the second support pins 47a. are doing. The torsion coil spring 48 is a spring in which a biasing force acts in a direction in which the legs 48a, 48a are closed, that is, in a direction indicated by an arrow A in FIG. 7A, and is applied so that the pair of second rollers 47, 47 approach each other. Energize. The roller mounting space 41 has a first opening 41a that opens in the eccentric hole 44 of the first rotor member 41 to expose the outer peripheral surface of the first roller 46, and a second roller 41 that opens in the cylindrical outer peripheral surface 45. Second openings 41b, 41b for exposing the outer peripheral surface of 47 are formed. As will be understood from the operation described below, the first and second rollers 46 and 47 and the torsion coil spring 48 constitute an interlocking rotation mechanism that rotates the rotor assembly 40 in conjunction with the rotation of the crank pin 61.
[0020]
The cylindrical outer peripheral surface 45 of the rotor assembly 40 is dimensionally rotatably slid on the inner peripheral surface 31 a of the rim portion 31 of the connecting body 30, and the eccentric hole 44 is dimensionally slidably engaged with the crankpin 61 of the crankshaft 60. is there. Therefore, as shown in FIGS. 1 and 2, the rotor assembly 40 is attached to the crankpin 61 so that the crankpin 61 is rotatably slid into the eccentric hole 44, and the rotor assembly 40 is connected to the connecting body 30. Is rotatably slid on the inner peripheral surface 31a of the rim portion 31. As a result, the piston assembly 3 is connected to the crank pin 61 and inserted and disposed in the cylinder chambers 15 and 25 so as to be movable in the axial direction.
[0021]
When the crank pin 61 is rotatably slid into the eccentric hole 44 and the rotor assembly 40 is rotatably slid on the inner peripheral surface 31a of the connecting body 30, the outer peripheral surface of the first roller 46 is The outer peripheral surface of the crank pin 61 is in contact with the outer peripheral surface of the crank pin 61 through the one opening 41a, and the outer peripheral surface of the second roller 47 is in contact with the inner peripheral surface 31a of the connecting body 30 through the second openings 41b, 41b. At this time, the second rollers 47, 47 are pushed so as to approach each other by the bias of the torsion coil spring 48, and the outer peripheral surface of the first roller 46 and the outer peripheral surface of the crank pin 61 are brought into contact with each other and the second rollers 47, 47 are pressed. Of the connecting body 30 and the inner circumferential surface 31a of the connector 30 is maintained.
[0022]
By biasing the second rollers 47, 47 by the torsion coil spring 48 in this manner, the position of the rotor assembly 40 with respect to the crankpin 61 can be maintained at a desired position. For example, when the crank pin 61 is driven to rotate, the crank pin 61 rotates by an amount corresponding to the gap between the first support pin 46a and the first roller 46 and the gap between the second support pin 47a and the second roller 47. Although a difference (advance angle difference) occurs between the angle and the rotation angle of the rotor assembly 40, when the rotational driving force is released, the biasing force of the torsion coil spring 48 returns the rollers 46 and 47 to predetermined positions. Reset to position. Further, the force acting in the direction perpendicular to the axis from the crank pin 61 is received by the inner peripheral surface 31a of the connecting body 30 via the first and second rollers 46 and 47, that is, the first and second rollers serve as bearings. Therefore, the strength and durability of the crankpin 61 can be improved.
[0023]
FIG. 8 shows the crankshaft 60 in detail. The crankshaft 60 is rotatable about a first central axis C1 and is supported by the cylinder bodies 1 and 2. The second central axis C2 of the crankpin 61 is eccentric from the first central axis C1 of the crankshaft 60 by a distance e, and an external gear 62 having a plurality of teeth is formed on one side of the crankpin 61. The eccentric distance e between the first central axis C1 and the second central axis C2 is equal to the eccentric distance e between the second central axis C2 and the third central axis C3 of the rotor assembly 40. The diameter of the crank pin 61 is の of the diameter of the inner peripheral surface 31 a of the connecting body 30.
[0024]
As shown in FIGS. 1 and 2, drive gears 63 and 64 are attached to an end of the crankshaft 60. Further, balancer shafts 72 and 76 are provided rotatably above and below the crankshaft 60 so as to extend in parallel with the crankshaft 60, and driven gears 71 and 75 are attached to ends of the balancer shafts 72 and 76. The drive gears 63 and 64 mesh with driven gears 71 and 75 via idler gears 65 and 66, respectively, and the balancer shafts 72 and 76 are rotated in synchronization with the crankshaft 60. Each balancer shaft 72, 76 is provided with a balance weight 73, 77 having a semicircular cross section so as to balance the rotation of the crankshaft 60.
[0025]
The operation of the double-acting piston engine configured as described above will be described with reference to FIGS. Here, the description will be made on the assumption that the crankshaft 60 rotates clockwise in the drawing. Also, in these figures, hatching is omitted in some of the cross-sections in order to facilitate the explanation of the operation.
[0026]
First, FIGS. 9A and 9B show a state in which the piston assembly 3 is located on the leftmost side in the cylinder bores 10a and 20a. In this state, the first center axis C1 of the crankshaft 60 and the state shown in FIG. The second center axis C2 of the crank pin 61 and the third center axis C3 which is the center of rotation of the rotor assembly 40 with respect to the coupling body 30 (the center axis of the inner peripheral surface 31a) are laterally aligned with each other. The second center axis C2 of the crankpin is separated to the left by a distance e with respect to the first center axis C1, and the third center axis C3 of the rotor assembly 40 is set to the left by a distance e with respect to the second center axis C2 of the crankpin. Leave. At this time, the left piston 50 is located at the top dead center, the left cylinder chamber 25 has the smallest volume (most compressed state), and the right piston 50 is located at the bottom dead center and has the right cylinder chamber 15. Is the largest volume state (the most expanded state).
[0027]
When the crankshaft 60 rotates clockwise by 30 ° from this state, the state shown in FIGS. 10A and 10B is obtained. Due to this rotation, the second center axis C2 of the crank pin 61 rotates clockwise by 30 ° with respect to the first center axis C1 of the crankshaft 60. Since the crank pin 61 is rotatably slid on the eccentric hole 44 of the rotor assembly 40, when the crank pin 61 rotates by 30 ° in this manner, the rotor assembly 40 rotates counterclockwise in the inner peripheral surface 31a of the connecting body 30. , And moves rightward with the connector 30. As a result, the rotation center axis (third center axis) C3 of the rotor assembly 40 moves rightward. As a result, the piston assembly 3 moves rightward in the cylinder bores 10a and 20a, the left cylinder chamber 25 is expanded, and the right cylinder chamber 15 is compressed. That is, the left piston 50 starts an explosion stroke or an intake stroke in the case of a four-stroke engine, and the right piston 50 starts a compression stroke or an exhaust stroke.
[0028]
At this time, the rotation resistance to the relative rotation of the rotor assembly 40 on the inner peripheral surface 31a of the rotor assembly 40 tends to be larger than the rotation resistance to the relative rotation between the crankpin 61 and the eccentric hole 44, and the rotation interlocking mechanism (the first and second rollers 46 , 47 and the torsion coil spring 48), the rotation advance of the rotor assembly 40 is delayed with respect to the rotation of the crank pin 61 due to such a difference in rotation resistance. The rightward movement may not be performed smoothly. However, in the engine of the present embodiment, a rotation interlocking mechanism is provided to solve such a problem. This will be described.
[0029]
As described above, when the crankshaft 60 rotates clockwise and the crankpin 61 rotates together therewith, the crankpin 61 rotates relative to the rotor assembly 40. At this time, the first roller 46 rotatably attached to the rotor assembly 40 and provided in contact with the outer periphery of the crank pin 61 is driven to rotate counterclockwise by the crank pin 61. Since the outer peripheral surface of the first roller 46 is in contact with the outer peripheral surface of the second roller 47, when the first roller 46 is rotated counterclockwise, the second roller 47 is driven to rotate clockwise. Here, since the second roller 47 comes into contact with the inner peripheral surface 31a of the connecting body 30 and its rotation is stopped, the rotor assembly 40 that rotatably supports the first and second rollers 46 and 47 is counterclockwise. Driven around.
[0030]
As described above, when the crankshaft 60 is rotated clockwise, the rotation driving force is transmitted by the rotation interlocking mechanism so as to rotate the rotor assembly 40 counterclockwise. The problem that the rotation advance angle of the rotor assembly 40 is delayed with respect to the rotation does not occur. As a result, the rotation of the crankshaft 60 is smoothly converted into a motion for reciprocating the connecting body 30 (that is, the piston assembly 3).
[0031]
FIGS. 11A and 11B show a state in which the crankshaft 60 is further rotated clockwise by 15 ° from this state (a state rotated 45 ° from the state in FIG. 9). Due to the rotation of the crankshaft 60, the first to third central axes C1 to C3 move to the positions shown in the drawing, and the rotor assembly 40 rotates 45 ° counterclockwise in the inner peripheral surface 31a. Move in the direction. In this state, the external gear 62 formed on the side of the crank pin 61 starts to mesh with the internal gear 32a of the connector 30. Also in this case, the rotational driving force of the crankshaft 60 is transmitted by the rotation interlocking mechanism so as to rotate the rotor assembly 40 counterclockwise, and the rotation of the crankshaft 60 smoothly moves to reciprocate the piston assembly 3. Is converted to
[0032]
FIGS. 12A and 12B show a state where the crankshaft 60 is further rotated clockwise by 45 ° from this state (a state where the crankshaft 60 is rotated 90 ° from the state of FIG. 9). The rotation of the crankshaft 60 moves the first to third central axes C1 to C3 to the positions shown in the drawing, and the first central axis C1 and the third central axis C3 overlap. In this state, the external gear 62 meshes with the internal gear 32a, whereby the rotor assembly 40 cooperates with the crankshaft 61 on the inner peripheral surface about the first and third central axes C1, C3. Rotation (idling) within 31a prevents occurrence of a situation in which the connector 30 does not move in the axial direction.
[0033]
In this way, the external gear 62 and the internal gear 32a meshing with each other are integrally formed with the inner periphery of the connector 30 while the rotor assembly 40 and the crankshaft 61 remain in the positional relationship shown in FIG. It plays the role of preventing the surface 31a from idling. However, when the engine is once rotated and the number of revolutions increases to some extent, such an idling phenomenon does not occur due to the inertial force of the rotor assembly 40. For this reason, the external gear 62 and the internal gear 32a have a large meshing backlash, so that both gears are in non-contact during normal operation to suppress the generation of gear rattle. Note that, as described above, in order for the external gear 62 and the internal gear 32a to mesh with each other in accordance with the rotation of the crankshaft 60, the pitch circle diameter of the internal gear 32a is equal to the pitch circle diameter of the external gear 62. It is set to double.
[0034]
In this engine, first and second rollers 46 and 47 are disposed in a rotor assembly 40, and when a crankpin 61 rotates in accordance with a crankshaft 60, the first and second rotors 46 and 47 are arranged. Do not necessarily have to be provided with the external gear 62 and the internal gear 32a. In particular, in the case of an engine that can be steadily operated with a relatively small load, for example, an engine for driving a generator, the idling phenomenon described above rarely causes a problem. 32a can be omitted, and the configuration of this portion can be simplified and strengthened.
[0035]
FIGS. 13A and 13B show a state in which the crankshaft 60 is further rotated clockwise by 30 ° from this state (a state rotated by 120 ° from the state of FIG. 9). Due to the rotation of the crankshaft 60, the first to third central axes C1 to C3 move to the illustrated positions, and the third central axis C3 moves to the right side of the first central axis C1. In this state, the external gear 62 is still engaged with the internal gear 32a, but thereafter starts to separate.
[0036]
FIGS. 14A and 14B show a state in which the crankshaft 60 is further rotated clockwise by 60 ° from this state (a state rotated by 180 ° from the state of FIG. 9). At this time, the piston assembly 3 is located at the rightmost position in the cylinder bores 10a and 20a, and the first to third central axes C1 to C3 are horizontally aligned. At this time, the right piston 50 is located at the top dead center, the right cylinder chamber 15 is in the smallest volume (most compressed state), and the left piston 50 is located at the bottom dead center and the left cylinder chamber 25 is located. Is the largest volume state (the most expanded state).
[0037]
As described above, the rotation of the crankshaft 60 by 180 ° and the accompanying movement from the left end to the right end of the piston assembly 3 have been described. When the crankshaft 60 further rotates clockwise by 180 °, the piston assembly 3 moves from the right end to the left end. After moving, the reciprocation is completed, and the state returns to the state shown in FIG. As can be seen from this, the piston assembly 3 is reciprocated two times by the two rotations of the crankshaft 60, and the ignition control of the ignition plugs 13 and 23 is controlled in accordance with the rotation of the crankshaft 60, and the supply / exhaust valves 14a, 14b, 24a and 24b are controlled. By performing the opening / closing control of each cylinder chamber, four strokes of intake, compression, explosion, and exhaust are performed in each of the cylinder chambers 15 and 25, and the cylinder can be operated as a four-cycle piston engine.
[0038]
Next, a second embodiment of the double-acting piston engine according to the present invention will be described. This engine differs from the engine according to the first embodiment only in the configuration of the rotation interlocking mechanism, and only the different parts will be described with reference to FIGS. In the members shown in FIGS. 15 to 19, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof will not be repeated.
[0039]
First, a connecting body 30 ′ constituting this engine is configured as shown in FIGS. 15 to 17, and an internal gear synchronous gear is provided at an end of an inner peripheral surface 31 a of a cylindrical opening formed in a rim portion 31. The only difference is that the connector 31b is formed. Although the rotor assembly 40 'is configured as shown in FIG. 18, only the configuration of the first and second rollers 46' and 47 'differs from the first and second rollers 46 and 47 according to the first embodiment described above. I do. Specifically, as shown in FIG. 19, the first and second rollers 46 'and 47' have cylindrical roller outer peripheral surfaces 46b and 47b, and external tooth synchronous gears 46c and 47c are provided at their ends. Is formed. The crankshaft 60 'is different from the crankshaft 60 according to the first embodiment only in the configuration in which the external gear synchronous gear 61a is formed on the outer periphery of the end of the crankpin 61.
[0040]
In an engine having the connecting body 30 ', the rotor assembly 40', and the crankshaft 60 'having the above-described structure, the first and second rollers 46' and 47 'are formed by cylindrical roller outer peripheral surfaces 46b, 47b abuts on the outer peripheral surface of the crank pin 61 and the inner peripheral surface 31a of the connecting body 30 ', respectively, and constitutes an interlocking rotation mechanism as in the first embodiment. However, in this embodiment, the external synchronous gears 46c and 47c of the first and second rollers 46 'and 47' are respectively connected to the internal synchronous gear 31b of the connecting body 30 'and the external synchronous gear 61a of the crank pin 61. The first and second rollers 46 ′ and 47 ′ are engaged with each other to restrict the sliding rotation. According to the rotation interlocking mechanism having such a configuration, the rotor assembly 40 'is more reliably moved (that is, the first and second rollers 46' and 47 'slide) in conjunction with the rotation of the crankshaft 60' and the crankpin 61. (Without rotation).
[0041]
Further, in such a configuration, when the rotor assembly 40 ′ has the positional relationship shown in FIGS. 12A and 12B, the first and second rollers 46 ′ and 47 ′ slide and rotate. Because of the restriction, it is possible to reliably prevent the rotor assembly 40 'from spinning together with the crankshaft 61 in the inner peripheral surface 31a about the first and third central axes C1 and C3. Therefore, it is not necessary to provide the external gear 62 and the internal gear 32a, and the structure of this portion can be simplified and strengthened.
[0042]
【The invention's effect】
As described above, according to the present invention, when the crank pin rotates around the first central axis C1 by the interlocking rotation mechanism, the rotor rotates in conjunction with the rotation of the crank pin. Even if the rotational resistance of the rotor in the opening is greater than the rotational resistance of the crankpin in the eccentric hole of the rotor, the occurrence of the advance angle difference between the two rotation angles can be suppressed by the interlocking rotation mechanism. For this reason, such a difference in the advance angle does not occur even at the time of low-speed operation of the engine or at the time of starting, and the reciprocating motion of the piston can be smoothly and efficiently converted into the rotational motion of the crankshaft. Even when the engine is driven at a low speed, the rotation does not become unstable, and the startability of the engine is improved.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing a double-acting piston engine according to the present invention in a cross section in a piston axial direction.
FIG. 2 is a cross-sectional view showing a double-acting piston engine according to the present invention in a cross-section in an axial direction of a crankshaft.
FIG. 3 is a partial sectional side view and a partial sectional back view of a piston constituting the engine.
FIG. 4 is a partial cross-sectional front view of a connecting body constituting the piston assembly of the engine.
FIG. 5 is a partial cross-sectional side view of a connection body that constitutes the piston assembly of the engine.
FIG. 6 is a partial cross-sectional plan view of a connecting body that constitutes the piston assembly of the engine.
FIG. 7 is a partial sectional front view and a side view of a rotor assembly that constitutes the piston assembly of the engine.
FIG. 8 is a front view, a side view, and a sectional view of a crankshaft constituting the engine.
FIG. 9 is a partial sectional view illustrating the operation of the engine.
FIG. 10 is a partial sectional view illustrating the operation of the engine.
FIG. 11 is a partial sectional view illustrating the operation of the engine.
FIG. 12 is a partial sectional view illustrating the operation of the engine.
FIG. 13 is a partial sectional view illustrating the operation of the engine.
FIG. 14 is a partial sectional view illustrating the operation of the engine.
FIG. 15 is a partial cross-sectional front view of a connector according to a second embodiment of the present invention.
FIG. 16 is a partial cross-sectional side view of a connector according to a second embodiment of the present invention.
FIG. 17 is a partial cross-sectional plan view of a connector according to a second embodiment of the present invention.
FIG. 18 is a partial sectional front view and a side view of a rotor assembly according to a second embodiment of the present invention.
FIG. 19 is a side view of first and second rollers constituting the rotor assembly according to the second embodiment.
FIG. 20 is a front view, a side view, and a cross-sectional view of a crankshaft according to a second embodiment of the present invention.
[Explanation of symbols]
1,2 cylinder
10,20 cylinder body
12,22 cylinder head
15, 25 Cylinder chamber
3 Piston assembly
30 linked body
40 rotor assembly
46 1st roller
47 2nd roller
48 torsion coil spring
50 piston
60 crankshaft
61 crank pin

Claims (3)

A crankshaft integrally supported with a crankpin having a second central axis C2 rotatably supported about the first central axis C1 and extending eccentrically and parallel to the first central axis C1 by a predetermined distance e;
A cylinder having left and right cylinder chambers disposed on an axis perpendicular to the first central axis C1 with the crankshaft interposed therebetween;
A piston assembly that is slidably disposed in the left and right cylinder chambers and that is connected to the crankpin;
The piston assembly comprises:
Left and right pistons slidingly disposed in the left and right cylinder chambers, respectively;
A coupling body for coupling the left and right pistons,
A rotor rotatably slidably disposed in a cylindrical opening formed in the coupling body with a third central axis C3 extending in parallel with the first central axis C1,
The rotor is formed with an eccentric hole eccentric from the third center axis C3, which is a center of rotation with respect to the connector, by the same distance as the predetermined distance e, and the crank pin can be freely rotated in the eccentric hole. The piston assembly is connected to the crankpin,
An interlocking rotation mechanism is provided to be supported by the rotor and rotates the rotor in conjunction with the rotation of the crankpin when the crankpin rotates around the first central axis C1. Double-acting piston engine. A first roller rotatably supported by the rotor and abutting against an outer peripheral surface of the crank pin; an interlocking rotating mechanism rotatably supported by the rotor and an outer peripheral surface of the first roller; 2. The double-acting piston engine according to claim 1, comprising a second roller abutting on an inner peripheral surface of the cylindrical opening. 3. Two of the second rollers are provided so as to sandwich the first roller, and biasing means for biasing the two second rollers in a direction to sandwich the first roller is provided. The double-acting piston engine according to claim 2.

Images