Universal heat engine

A universal heat engine is disclosed for converting energy from an input heat source to an output. The universal heat engine comprises a heat engine section and an output section. The heat engine section includes a heat engine bore receiving a heat engine piston. A heat engine valve assembly communicates with the heat engine bore for effecting reciprocal motion of the heat engine piston. The output section includes an output bore receiving an output piston. A piston rod interconnects the heat engine piston to the output piston. A control controls the heat engine valve assemblies to operate the heat engine section in accordance with a desired output from the output section. The heat source may comprise the burning of a petroleum product, a solar heat source, geothermal heat source or a byproduct heat source. The output may comprise a static or mobile air conditioning system or an electrical generator.

X-engine assembly with perfect balance

An X-Engine assembly includes four cylinder banks which are located on two intersecting planes with the crankshaft axis being on the line of the intersection of the two planes, and having a Double-Acting Scotch Yoke (DASY) power conversion system that couples the reciprocating motion of the pistons with the rotating crankshaft to provide pure sinusoidal piston motion. A series of DASY X-Engine configurations that satisfy even-firing for both 2-stroke and 4-stroke, and other engine cycles, achieve perfect balance with regard to vibrating forces and moments that are all zero, and all configurations have zero torsional vibration of the crankshaft resulting from the reciprocating masses.

OPPOSED PISTON ENGINE WITH OFFSET INLET AND EXHAUST CRANKSHAFTS

In an opposed piston engine, an inlet piston crankshaft axis and an exhaust piston crankshaft axis both ex tend parallel to a central cylinder plane extending through a centerpoint of a cylinder of the engine and along a central axis of the cylinder. The inlet piston crankshaft axis and the exhaust piston crankshaft axis are both offset from the central cylinder plane. The inlet piston and the exhaust piston linked to the inlet piston crankshaft and the exhaust piston crankshaft are arranged so that the inlet piston closes an inlet port as the inlet piston moves from its bottom dead center toward its top dead center at substantially a same time as the exhaust piston closes the exhaust port as the exhaust piston moves from its bottom dead center toward its top dead center. 1. An opposed piston engine , comprising:a cylinder having an inlet port and an exhaust port disposed on opposite sides of a centerpoint of the cylinder;an inlet piston arranged to reciprocate in the cylinder between an inlet piston bottom dead center position (IPBDC) and an inlet piston top dead center position (IPTDC), the inlet piston closing the inlet port when the inlet piston moves through an inlet port closed position (IPCP) as the inlet piston moves through at least a distance of an axial height (HIP) of the inlet port from IPBDC toward IPTDC and the inlet piston opening the inlet port when the inlet piston moves through the IPCP as the inlet piston moves from IPTDC to IPBDC;an exhaust piston arranged to reciprocate in the cylinder between an exhaust piston bottom dead center position (EPBDC) and an exhaust piston top dead center position (EPTDC), the exhaust piston closing the exhaust port when the exhaust piston moves through an exhaust port closed position (EPCP) as the exhaust piston moves through at least a distance of an axial height (HEP) of the exhaust port from EPBDC toward EPTDC and the exhaust piston opening the exhaust port when the exhaust piston moves through the EPCP as the ...

Opposed piston engine with non-collinear axes of translation

An opposed piston internal combustion engine can include two opposed pistons ( 104, 110 ) moving reciprocally along respective axes of translation ( 202, 204 ) that are not collinear. First and second cylinder bores ( 502, 504 ) can be inclined to each other at an included angle (a). A combustion volume or chamber ( 114 ) can optionally be defined at least in part by crowns ( 102, 106 ) of the first and second pistons ( 104, 110 ) reciprocating in the first and second cylinder bores ( 502, 504 ), respectively. Related methods, systems, and articles of manufacture are described.

CYLINDER BORE SURFACE STRUCTURES FOR AN OPPOSED-PISTON ENGINE

A cylinder for an internal combustion opposed-piston engine includes a bore, either as part of the cylinder directly or of a liner. The bore has a surface for guiding a pair of pistons disposed for opposing movement in the cylinder. The cylinder bore has three zones of surface finishes: an inner zone extending between and including exhaust and intake ports, where only piston compression rings travel on the bore surface; two instances of an outer zone where only piston oil control rings travel on the bore surface; and two instances of a port zone where both types of rings travel on overlapping paths in the same bore surface portion. Each zone may have a particular surface finish that is tailored to specific requirements including oil control, ring wear, and scuff resistance relevant to the zone. 1. A cylinder for an internal combustion engine , comprising a bore surface , a first part means opening through the cylinder for transporting air into the cylinder , a second port means opening through the cylinder at a location longitudinally separated from the first port means for transporting exhaust gas out of the cylinder , a first bore surface zone extending between and including the first port means and the second port means , a second bore surface zone in the vicinity of a first end of the cylinder , and a third bore surface zone between an outer edge of the first port means and the second bore surface zone , in which the first bore surface zone comprises a first surface finish , the second bore surface zone comprises a second surface finish , and the third surface zone comprises a third surface finish.2. An opposed-piston engine cylinder comprising a bore surface for guiding movement of two opposed pistons , a first bore surface finish in a first zone of the bore surface which extends between and includes an intake port and an exhaust port , a second bore surface finish in a second zone of the bore surface in the vicinity of a first cylinder end , and a third bore ...

OPPOSED PISTON COMBUSTION ENGINE USING CRANK AND CAM

An opposed piston combustion engine is revealed that uses a crank to actuate one piston while using a cam to actuate a second piston within a shared cylinder. This engine allows crank leverage, compression, and ignition to occur closer together for a more efficient opposed piston engine. 1. An opposed piston combustion engine comprising:a. a cylinder with a substantially uniform bore,b. a crank that is rotationally supported relative to said cylinder,c. a first piston actuated by said crank and slidably fit into said cylinder through a first open end of said cylinder,d. a cam that is rotationally supported relative to said cylinder,e. a second piston actuated by said cam and slidably fit into said cylinder through a second open end of said cylinder while facing said first piston,f. a first means to rotationally couple said cam to said crank,g. a second means to aspirate said cylinder with a combustive air and fuel mixture between said pistons,h. a third means to aspirate said cylinder of exhaust gas, whereby said engine may produce a usable force.2. The device of wherein said cylinder is included in a crankcase which is structural support for said crank and said cam.3. The device of wherein said crankcase is cast aluminum.4. The device of wherein said pistons are each actuated through a rod.5. The device of wherein said cam and said crank are both fashioned onto a common mainshaft that is rotationally supported by said crankcase with multiple said cylinders in a bank with alternating iterations of said crank and said cam aligned to actuate said respective pistons within said cylinders.6. A method of creating an opposed piston combustion engine comprising:a. providing a cylinder with a uniform bore that concentrically and slidably hosts a first piston and a second piston,b. supporting a rotation of a crank and a cam relative to said cylinder,c. actuating said first piston by said crank,d. actuating said second piston by said cam,e. coupling rotation of said crank to ...

Cylinder arrangement for opposed piston two-stroke engine

An opposed-piston, two-stroke engine is provided and includes a first cylinder having a first longitudinal axis, a first inlet port, and a first exhaust port. First pistons are slidably disposed within the first cylinder and are movable toward one another and away from one another. The engine additionally includes a second cylinder having a second longitudinal axis, a second inlet port, and a second exhaust port. The second cylinder is disposed adjacent to the first cylinder with the second inlet port being aligned with the first exhaust port in a first direction extending substantially perpendicular to the first longitudinal axis and the second longitudinal axis, and the second exhaust port being aligned with the first inlet port in the first direction. Second pistons are slidably disposed within the second cylinder and are movable toward one and away from one another.

HYBRID DRIVE SYSTEM WITH AN OPPOSED-PISTON, INTERNAL COMBUSTION ENGINE

A hybrid drive system has two sources of driving power: a non-combustion drive system to provide mechanical torque and rotation to a driveshaft, and an opposed-piston, internal combustion engine configured to provide energy for the non-combustion drive system. 1. A hybrid drive system , comprising:an opposed-piston, internal-combustion engine comprising at least one cylinder, and a pair of pistons disposed in a bore of the cylinder for opposed sliding movement therein;a power transducer device coupled to be driven by the opposed-piston, internal combustion engine; and,a hybrid powertrain system configured to receive power from the power transducer device.2. The hybrid drive system of claim 1 , in which the hybrid powertrain system comprises a first electric motor/generator device and the power transducer device comprises a second electric motor/generator device.3. The hybrid drive system of claim 2 , in which the opposed-piston claim 2 , internal combustion engine comprises a first crankshaft claim 2 , a second crankshaft claim 2 , and a mechanical connection interlinking the first crankshaft and the second crankshaft claim 2 , and a motor shaft of the second electric motor/generator device is coupled to one of the first crankshaft claim 2 , the second crankshaft claim 2 , and the mechanical connection.4. The hybrid drive system of claim 2 , in which:the opposed-piston, internal combustion engine comprises a first crankshaft, a second crankshaft, and a mechanical connection interlinking the first crankshaft and the second crankshaft;the power transducer device further comprises a third electric motor/generator device; anda motor shaft of the second electric motor/generator device is coupled to the first crankshaft, and a motor shaft of the third electric motor/generator device is coupled to the second crankshaft.5. The hybrid drive system of claim 2 , in which:the opposed-piston, internal combustion engine comprises a first crankshaft and a second crankshaft;the ...

SKEWED COMBUSTION CHAMBER FOR OPPOSED-PISTON ENGINES

A combustion chamber for an opposed-piston engine has a rotationally skewed shape in a longitudinal section that is orthogonal to a chamber centerline, between diametrically-opposed openings of the combustion chamber through which fuel is injected. The rotationally skewed shape interacts with swirl to generate a tumble bulk charge air motion structure that increases turbulence. 1. A method for operating a two-stroke cycle , compression ignition , opposed-piston engine including at least one cylinder with a bore and a sidewall , piston-controlled exhaust and intake ports near respective ends of the cylinder , a pair of fuel injectors that are mounted in the sidewall , and a pair of pistons disposed in opposition in the bore , by:introducing swirling charge air into the cylinder between end surfaces of the pistons, in which the end surfaces have flat aspects without outwardly-extending ridges;moving the pistons toward each other in a compression stroke; and,forming a combustion chamber between the end surfaces of the pistons,the combustion chamber having a centerline and further comprising:a rotationally skewed shape in a first longitudinal section of the combustion chamber that is symmetrical with respect to the combustion chamber centerline; and,an elongated shape in a second longitudinal section of the combustion chamber that is orthogonal to the first longitudinal section with opposite end portions that taper along the combustion chamber centerline toward the fuel injectors; and,the method further comprising the fuel injectors injecting opposing fuel sprays into swirling charge air in the combustion chamber.2. The method of claim 1 , wherein injecting opposing fuel sprays includes injecting opposing fuel sprays in which each fuel spray has three plumes or injecting opposing fuel sprays in which each spray has four plumes.3. The method of claim 1 , wherein injecting opposing fuel sprays includes injecting opposing fuel sprays in which each fuel spray has a ...

SUPERCHARGER PROTECTION IN AN OPPOSED-PISTON ENGINE WITH EGR

In a supercharged, two-stroke cycle, opposed-piston engine with an EGR loop, exhaust gas recirculated to a charge air channel through which intake air is provided to a supercharger inlet is cleansed of particulate matter by a separator disposed either at a junction where an exhaust channel of the engine is tapped for recirculated exhaust, or, in the EGR loop. 1. An air handling system in an internal combustion engine , comprising:a source of exhaust gas collected from cylinder exhaust ports of a two-stroke cycle, opposed-piston engine;a supercharger coupled to an intake manifold of the two-stroke cycle, opposed-piston engine;an exhaust channel to transport collected exhaust from the exhaust source to a turbine inlet of a turbocharger;a charge air channel to transport charge air from a compressor outlet of the turbocharger to an inlet of the supercharger;an exhaust gas recirculation (EGR) channel to transport exhaust gas from the exhaust channel to the charge air channel; and,a particle separator apparatus acting between the exhaust channel and the EGR channel to remove particulate matter from the exhaust gas.2. An air handling system according to claim 1 , in which the particle separator apparatus couples the exhaust channel to the EGR channel.3. An air handling system according to claim 2 , further comprising a recirculation channel to shunt charge air flow from an outlet of the supercharger to the inlet of the supercharger.4. An air handling system according to claim 2 , further comprising at least one charge air cooler in the charge air channel.5. An air handling system according to claim 2 , further comprising a multi-speed drive coupling the supercharger to a crankshaft of the two-stroke cycle claim 2 , opposed-piston engine.6. An air handling system according to claim 2 , further comprising an exhaust outlet channel and one or more after treatment (AT) devices in the exhaust outlet channel.7. An air handling system according to claim 1 , in which the particle ...

Combustion and vapor cycle lobed rotor engine

An internal combustion engine utilizing an additional vapor expansion piston/cylinder to capture traditionally rejected energy. Hot combustion gases from the combustion process are used to power an additional vapor expansion cycle in a separate cylinder from the combustion cycle. Comprised of at least two pistons/cylinders (one fuel combustion and one vapor expansion) diametrically opposed; where the reciprocal motion of the pistons is transferred to the output shaft via a multiple-lobed rotor assembly.

EXHAUST MANAGEMENT STRATEGIES FOR OPPOSED-PISTON, TWO-STROKE ENGINES

Exhaust temperature management strategies for an opposed-piston, two-stroke engine with EGR are based on control of a ratio of the mass of fresh air and external EGR delivered to a cylinder to the mass of the trapped charge (density of the delivered charge multiplied by the trapped volume at port closing). 1. A two-stroke cycle internal combustion engine including at least one cylinder with exhaust and intake ports , two pistons disposed in a bore of the cylinder with end surfaces in opposition to each other , a charge air channel to provide charge air to at least one intake port of the engine , and an exhaust channel to receive exhaust from at least one exhaust port of the engine , in which an exhaust gas recirculation (EGR) loop has a loop input coupled to the exhaust channel and a loop output coupled to the charge air channel , a supercharger is operable to pump charge air in the charge air channel , a backpressure device is operable to control backpressure in the exhaust channel , and a control mechanization is operable to increase a trapped temperature in the cylinder by controlling one or more of the supercharger , the EGR loop , and the backpressure device during a cold start condition of the engine or a low-load condition of the engine.2. The two-stroke cycle internal combustion engine of claim 1 , in which the charge air channel includes at least one charge air cooler claim 1 , wherein the loop output is coupled in series with the at least one charge air cooler.3. The two-stroke cycle internal combustion engine of claim 1 , in which the EGR loop includes a variable valve and the control mechanization is operable to control a setting of the valve in response to a trapped temperature of the cylinder.4. The two-stroke cycle internal combustion engine of claim 1 , in which the supercharger is one of a single-speed supercharger claim 1 , a multispeed supercharger claim 1 , and a variable-speed supercharger and the control mechanization is operable to control the ...

Diesel engine particulate filter regeneration system and methods

Methods and systems for supplying post injection fuel to a two stroke diesel engine are described. In one example, post injection fuel timing is adjusted responsive to an amount of internal residual combustion products in a cylinder so that less post injected fuel may be trapped in the cylinder for a subsequent cycle of the cylinder. The start of post injection fuel timing and the amount of post injection fuel may be adjusted responsive to internal residual in the cylinder.

HYBRID OPPOSED-PISTON ENGINE SYSTEM

An opposed-piston engine system equipped for full hybrid compressed-air/combustion includes capacity for storing air compressed by the engine during a combustion mode of operation. The hybrid opposed-piston engine system includes a control mechanization for operating the opposed-piston engine in a combustion mode by provision of fuel, in a compressed-air mode by provision of stored compressed air, and in a combustion mode supplemented by provision of stored compressed air. A method of operating a hybrid vehicle equipped with an opposed-piston engine includes storing air compressed by the engine during a combustion mode of operation and operating in the vehicle a compressed-air mode by provision of stored compressed air. 1. A method of operating a fuel-injected , opposed-piston engine having at least one ported cylinder , and a pair of pistons disposed in opposition in the cylinder , the method comprising:compressing air in the cylinder between the opposed pistons during an intake/compression stroke;releasing compressed air from the cylinder;storing the released compressed air;providing fuel and air to the cylinder,operating the engine in response to combustion of the fuel;stopping provision of fuel to the engine; and then,releasing the stored air and,operating the engine in response to the released stored compressed air.2. A method of operating a vehicle equipped with an opposed-piston engine , comprising:compressing air in a cylinder of the engine;injecting fuel into the compressed air in the cylinder to operate the engine;detecting deceleration of the vehicle;preventing fuel injection into the compressed air in in the cylinder in response to the deceleration;opening a compression-release port located in an intermediate portion of the cylinder to release compressed air from the cylinder; and,storing the released compressed air in an air storage device.3. The method of operating a vehicle according to claim 2 , further including:detecting a pressure difference ...

VIBRATION REDUCTION DEVICE

A vibration reduction device () including: a counterweight () provided to a crankshaft () of a Stirling engine (); and an electric balancer () being attached to a crankcase () and including a balance weight () rotated by an electric motor (). An inertial force of the counterweight () is set to approximately a half of a combined inertial force of pistons (). Inertial force of balance weight×L2=½×combined inertial force of pistons×L1 is satisfied when a mass of the balance weight is set, where L1 denotes a distance between a vibration reduction target position and a rotation center (O) of the crankshaft (), and L2 denotes a distance between the vibration reduction target position and a rotation center (O) of the balance weight (). 1. A vibration reduction device comprising:a counterweight provided to a crankshaft driven by a reciprocating movement of a piston of a reciprocating engine; anda balancer including a balance shaft driven independently from the crankshaft and a balance weight that is provided to the balance shaft and is integrally rotatable with the balance shaft, whereina center line of the balance shaft and a center line of the crankshaft are substantially in parallel to each other, and a virtual plane including the center lines is substantially perpendicular to a center line of the piston.2. A vibration reduction device comprising:a counterweight provided to a crankshaft driven by a reciprocating movement of a piston of a reciprocating engine; anda balancer including a balance shaft driven independently from the crankshaft and a balance weight that is provided to the balance shaft and is integrally rotatable with the balance shaft, whereinan inertial force of the counterweight is set at approximately a half of a combined inertial force of the piston, and {'br': None, 'i': L', 'L, 'inertial force of balance weight×2=½×combined inertial force of pistons×1'}, 'a mass of the balance weight is set so that the following formula is establishedwhere L1 denotes a ...

INTERNAL COMBUSTION ENGINE

An internal combustion engine including at least two cylinders with parallel longitudinal axes, each cylinder including an opening and a piston capable of moving in translation inside the cylinder, the respective openings of the cylinders facing each other, the pistons being in kinematic relation with a connecting rod-crank mechanism including: a spacer connecting the pistons, suitable for maintaining a fixed spacing between the pistons, the pistons being respectively attached to the arms of the spacer, a crankshaft rotating about an axis, arranged between the openings of the cylinders and between the longitudinal axes of the cylinders, the crankshaft comprising a crank pin, a rocker rotating about the crank pin, at least one connecting rod including a first so-called “bottom” end, rigidly attached to the spacer and a second so-called “head” end, rigidly attached to one of the ends of the rocker. 1. An internal combustion engine comprising at least two cylinders with parallel longitudinal axes , each cylinder comprising an opening and a piston capable of moving in translation inside said cylinder , said respective openings in said cylinders facing one another , said pistons being in kinematic relation with a connecting rod/crank mechanism , characterized in that said connecting rod/crank mechanism comprises:a spacer connecting said pistons, adapted to maintain a fixed spacing between said pistons, such that a translational movement of one piston causes the other piston to perform the same translational movement, said pistons being respectively attached to arms of said spacer,a crankshaft rotatably mounted about an axis, arranged between the openings in the cylinders and between the longitudinal axes of said cylinders, said crankshaft comprising a crank pin,a rocker rotatably mounted about the crank pin, comprising two ends arranged on either side of said crank pin,at least one connecting rod comprising a first end, referred to as the “small end”, secured to the ...

Block Structure and Fastening Features for Opposed-Piston Four-Stroke Engines

An engine block for an opposed-piston engine includes a first center section and a second center section. The first center section defines a first cylinder half bore having a first longitudinal axis and a first plurality of fastener bores. The second center section defines a second cylinder half bore having a second longitudinal axis and a second plurality of fastener bores that extend from a first end thereof to a second end thereof. The second center section is configured to abut the first center section such that: the first and second cylinder half bores are in fluid communication with one another to collectively form a single cylinder; the first and second longitudinal axes are offset from one another; and the first and second pluralities of fastener bores are aligned with one another for receiving a first plurality of fasteners to join the first and second center sections to one another.

Valve Train For Opposed-Piston Four-Stroke Engine

An opposed-piston engine includes an engine block, at least two intake valves, and at least two exhaust valves. The engine block includes a first center section and a second center section. The first center section defines a first cylinder half bore having a first longitudinal axis and a first open end. The second center section defines a second cylinder half bore having a second longitudinal axis and a second open end. The second longitudinal axis is offset from the first longitudinal axis. The first and second open ends overlap to form and opening therebetween that places the first and second cylinder half bores in fluid communication with one another to form a single cylinder. The intake valves are arranged at the first open end of the first cylinder half bore. The exhaust valves are arranged at the second open end of the second cylinder half bore. 1. An opposed-piston engine comprising:an engine block including a first center section and a second center section, the first center section defining a first cylinder half bore having a first longitudinal axis and a first open end, the second center section defining a second cylinder half bore having a second longitudinal axis and a second open end, the second longitudinal axis of the second cylinder half bore being offset from the first longitudinal axis of the first cylinder half bore, the second open end of the second cylinder half bore overlapping the first open end of the first cylinder half bore to form an opening between the first and second cylinder half bores, the opening placing the first and second cylinder half bores in fluid communication with one another to form a single cylinder;at least two intake valves arranged at the first open end of the first cylinder half bore; andat least two exhaust valves arranged at the second open end of the second cylinder half bore.2. The opposed-piston engine of wherein:the at least two intake valves includes three intake valves; andthe at least two exhaust valves ...

BILATERAL ENGINE CONTROL SYSTEM

Technology is provided for a bilateral engine control system for use on a multi-cylinder opposed piston engine. The system includes first and second sets of injectors, each set mountable on first and second sides of an engine. Each injector is in fluid communication with a corresponding cylinder of the engine. First and second engine control units are each connected to a respective set of injectors. First and second crankshaft speed sensors are connected to respective engine control units. The first engine control unit independently controls the first set of injectors based on a first speed signal and the second engine control unit independently controls the second set of injectors based on a second speed signal. The first engine control unit and the second engine control unit are configured to activate corresponding injectors of the first and second sets of injectors at substantially the same time. 1. A bilateral engine control system for use on a multi-cylinder opposed piston engine , the system comprising:a first set of fuel injectors mountable on a first side of an engine, each in fluid communication with a corresponding cylinder of the engine;a second set of fuel injectors mountable on a second side of the engine, each in fluid communication with one of the corresponding cylinders of the engine;a first engine control unit connected to the first set of injectors for control thereof;a second engine control unit connected to the second set of injectors for control thereof;a first crankshaft speed sensor and a second crankshaft speed sensor connected to the first engine control unit and the second engine control unit, respectively; andone or more communication lines connecting the first and second engine control units, whereby signals from the first and second crankshaft speed sensors are shared between the first and second engine control units;wherein the first engine control unit independently controls the first set of injectors and the second engine control unit ...

MULTI-LAYERED PISTON CROWN FOR OPPOSED-PISTON ENGINES

A piston crown for a piston of a pair of pistons in a two-stroke, opposed-piston, compression ignition combustion engine has a barrier layer and a conductive layer. The barrier layer at least partially surrounds a combustion chamber formed by the piston crown and an end surface of an opposing piston. The conductive layer connects the crown to the rest of the piston body. The barrier layer and the conductive layer are joined either through welding or through the fabrication process. Optionally, the piston crown includes an insulating layer between the barrier and conductive layers. 1. An internal combustion engine including at least one cylinder with longitudinally-separated exhaust and intake ports and a pair of pistons disposed in opposition to one another in a bore of the cylinder , each piston including:a piston body with a crown at one end; andan end surface on the crown, in which an end surface of a first piston has a bowl that cooperates with the end surface of an opposing piston to define a combustion chamber, a barrier layer located in the end surface such that the combustion chamber is enclosed at least in part by the barrier layer;', 'an insulating layer; and', 'a conductive layer located adjacent to the barrier layer, the conductive layer connecting the crown to the piston body by welding above piston ring grooves,, 'the crown comprising the insulating layer is between the barrier layer and the conductive layer,', 'the barrier layer and the conductive layer each have a bowl, a pair of notches, and a sidewall portion, and', 'the insulating layer does not have a sidewall and has a circumference that fits within the sidewall of the barrier layer., 'in which2. The internal combustion engine of claim 1 , further comprising claim 1 , in each piston at least one void between the barrier layer and the conductive layer of the crown.3. The internal combustion engine of either or claim 1 , wherein the insulating layer has a thermal conductivity of 2 W/m·° C. or less ...

An engine block and a process for hybrid ignition of an engine

An engine block comprising: a combustion chamber, an inlet for introducing a fuel/air mixture into the combustion chamber and an outlet for expelling combusted fuel/air mixture from the combustion chamber; and a piston that reciprocates within the combustion chamber to compress the fuel/air mixture therein, the piston having a closer supported thereon, wherein reciprocating movement of the piston seals the combustion chamber with the closer.

Cold-Start Strategies for Opposed-Piston Engines

A strategy to cold-start an opposed-piston engine includes, before injecting fuel, preventing air flow through the engine while cranking the engine to heat air retained in the engine, followed by controlling mass air flow through and fuel injection into a cylinder of the engine according to cold-start schedules so as to create and preserve heat for stable engine firing and transition to an idling state of operation.

TWO-STROKE OPPOSED PISTON INTERNAL COMBUSTION ENGINE

A two-stroke opposed piston internal combustion engine including a plurality of cylinders, each cylinder being provided with a first piston and a second piston adapted to perform opposed motions in the cylinder, each cylinder being provided with at least one intake port, a communication between an air intake arrangement and the cylinder via the intake port being dependent on the position of the first piston, each cylinder further being provided with at least one exhaust port, a communication between an exhaust guiding arrangement and the cylinder via the exhaust port being dependent on the position of the second piston, at least one of the cylinders being provided with an additional port and an additional port valve, a communication between the cylinder and an additional conduit externally of the cylinder, via the additional port, being controllable with the additional port valve, the air intake arrangement including at least one intake valve for selectively reducing or inhibiting air admittance to at least one of the cylinders. 112342. A two-stroke opposed piston internal combustion engine () comprising a plurality of cylinders () , each cylinder being provided with a first piston () and a second piston () adapted to perform opposed motions in the cylinder () ,{'b': 2', '7', '5', '2', '7', '3, 'each cylinder () being provided with at least one intake port (), a communication between an air intake arrangement () and the cylinder () via the intake port () being dependent on the position of the first piston (),'}{'b': 2', '8', '6', '2', '8', '4, 'each cylinder () further being provided with at least one exhaust port (), a communication between an exhaust guiding arrangement () and the cylinder () via the exhaust port () being dependent on the position of the second piston (),'}{'b': 2', '9', '10', '2', '11', '9', '10, 'at least one of the cylinders () being provided with an additional port () and an additional port valve (), a communication between the cylinder () and ...

CONTROL OF AIRFLOW IN A UNIFLOW-SCAVENGED, TWO-STROKE CYCLE, OPPOSED-PISTON ENGINE DURING TRANSIENT OPERATION

Control of airflow in a uniflow-scavenged, two-stroke cycle, opposed-piston engine during transient operation includes monitoring at least one operating parameter of the engine to recognize a transition to a transient state of engine operation. If a transient state of operation is detected, fuel injection and airflow into to the cylinders of the engine are controlled to optimize combustion and limit emissions. Airflow into cylinders of the engine may be controlled by increasing a scavenging ratio of the engine or by increasing a trapping efficiency of the engine. 1. A method of controlling operations of a uniflow-scavenged , two-stroke cycle , opposed-piston engine during transient modes of engine operation , comprising:monitoring a transient indication parameter of the engine;determining, based on the transient indication parameter, whether the engine is in a transient state of operation; controlling fuel injection into to the cylinders of the engine by changing one or more of a common-rail pressure and a fuel injection duration;', 'controlling unidirectional airflow through cylinders of the engine by increasing a scavenging ratio of the engine or by increasing a trapping efficiency of the engine;', 'determining when the transient mode ends; and,', 'transitioning the engine to a steady state of operation;, 'if the engine is in a transient state of operationotherwise, operating the engine in a steady state of operation if the engine is not in a transient state of operation.2. The method of claim 1 , wherein the transient indication parameter comprises an accelerator position.3. The method of claim 1 , wherein controlling unidirectional airflow through cylinders of the engine comprises changing one or more of a supercharger shunt valve setting claim 1 , a supercharger drive ratio setting claim 1 , and a turbine vane setting.4. The method of claim 1 , wherein increasing a scavenge ratio of the engine comprises:decreasing an exhaust backpressure of the engine; and, ...

HYBRID OPPOSED-PISTON INTERNAL COMBUSTION ENGINE

A hybrid opposed piston engine is described that can include a cylindrical chamber and first and second pistons slidably disposed in the cylindrical chamber, surfaces of the first and second pistons and walls of the cylindrical chamber defining an internal combustion volume. The hybrid opposed piston engine can also include at least one port in the cylindrical chamber to allow air and fuel into and exhaust gas out of the internal combustion volume. In some embodiments, the hybrid opposed piston engine includes a drive shaft including a first mechanical linkage between the first piston and a crankshaft that is configured to move the first piston within the cylindrical chamber. In some embodiments, the hybrid opposed piston engine includes an electrical component adjacent to the second piston, the electrical component configured to move the second piston within the cylindrical chamber. 1. A hybrid opposed piston engine , comprising:a cylindrical chamber;first and second pistons slidably disposed in the cylindrical chamber, surfaces of the first and second pistons and walls of the cylindrical chamber defining an internal combustion volume;at least one port in the cylindrical chamber to allow air and fuel into and exhaust gas out of the internal combustion volume;a drive shaft including a first mechanical linkage between the first piston and a crankshaft that is configured to move the first piston within the cylindrical chamber;an electrical component adjacent to the second piston, the electrical component configured to move the second piston within the cylindrical chamber.2. The hybrid opposed piston engine of claim 1 , wherein the electrical component includes one or more of an induction motor and a piezoelectric motor.3. The hybrid opposed piston engine of claim 1 , wherein the electrical component includes an electrical coil that extends around a circumference of the cylindrical chamber.4. The hybrid opposed piston engine of claim 3 , wherein the second piston is ...

STIRLING CYCLE AND LINEAR-TO-ROTARY MECHANISM SYSTEMS, DEVICES, AND METHODS

Methods, systems, and devices are provided that may include Stirling cycle configurations and/or linear-to-rotary mechanisms in accordance with various embodiments. Some embodiments include a Stirling cycle device that may include a first hot piston contained within a first hot cylinder and a first cold piston contained within a first cold cylinder. A first single actuator may be configured to couple the first hot piston with the first cold piston such that the first hot piston and the first cold piston are on different thermodynamic circuits. The different thermodynamic circuits may include adjacent thermodynamic circuits. The Stirling cycle configuration may be configured as a single-acting alpha Stirling cycle configuration. Some embodiments include a linear-to-rotary mechanism device. The device may include multiple linkages. The device may include a cam plate coupled with the multiple linkages utilizing a cam and multiple cam followers. The linkages may include Watt linkages. 120.-. (canceled)21. A Stirling cycle system comprising:a hot piston contained within a hot cylinder, wherein the hot piston and the hot cylinder are components of a first thermodynamic circuit;a cold piston contained within a cold cylinder, wherein the cold piston and the cold cylinder are components of a second thermodynamic circuit; anda single actuator configured to couple the hot piston with the cold piston; anda linear-to-rotary mechanism coupled with the single actuator, wherein the linear-to-rotary mechanism includes a linkage synthesizing linear or nearly linear motion.22. The system of claim 21 , wherein the linkage includes a multi-bar linkage.23. The system of claim 22 , wherein the multi-bar linkage includes a Watt linkage.24. The system of claim 21 , wherein the linear-to-rotary mechanism includes a cam and a cam follower coupled with the linkage.25. The system of claim 24 , wherein the cam and the cam follower each include a bevel gear.26. The system of claim 21 , wherein ...

MOTOR CAPABLE OF MANY DIFFERENT APPLICATIONS

A mechanical device comprising, a gear rack having a first point and a second point; at least one piston attached either to said first point or said second point; said piston having an exterior surface and an interior surface; wherein said exterior surface is facing away from said gear rack and wherein said gear rack is attached to said interior surface; said gear rack being gyratingly coupled with an actuator shaft; wherein said gear rack is capable of moving in a substantially linear direction due to a force being applied to said exterior surface or said interior surface; and wherein said actuator shaft rotating due to the said motion of said gear rack; in another embodiment, at least one piston having an interior surface and an exterior surface; said inner side pivotingly mated with a connecting rod; said connecting rod having an opposing point B which is rotationally fastened to a counterbalance; said counterbalance rotating about an actuating shaft; a cylinder chamber having with a top breach housing said at least one piston; a pull shaft pivotingly connected to said exterior surface with pivoting joint and to a gear rack with a second pivoting joint; said pull shaft reciprocly advancing within said top breach; said reciprocation causing said gear rack to similarly reciprocate causing rotation of an input shaft; wherein said input shaft is mated with said gear rack through a one way gear box; and an accelerating spark plug, disposed in the body of said cylinder chamber for igniting combustible materials introduced into said cylinder chamber. 1. An propulsion engine comprising , at least one piston having an interior surface and an exterior surface; said inner side pivotingly mated with a connecting rod; said connecting rod having an opposing point B which is rotationally fastened to a counterbalance; said counterbalance rotating about an actuating shaft; a cylinder chamber housing said at least one piston having a top breach; a pull shaft pivotingly connected ...

OPPOSED-PISTON COMPACT ENGINE WITH CRANKSHAFTS ROTATING ON A DIFFERENT PLANT TO THOSE OF THE CYLINDER AXES

This invention relates to the field of opposed-piston engines having two pistons in one cylinder configured to have facing heads. Specifically, this is an engine with two crankshafts, two piston heads facing each other in a single cylinder, with the following features: compact size relative to a comparable design, improved or equivalent performance to a comparable design as a result of any of the following: locating crankshafts in a different plane from the cylinder axes; the use of shared duct structures; and the use of an embedded compressor chamber for efficient operation to cover all volumetric requirements, fulfilling the entire thermodynamic cycle, and performing in addition the sweeping and overloading of air or an air/fuel mixture in the cylinder combustion chamber in each revolution of two or more crankshafts, either with or without advancement between the crankshafts. 1. An opposed piston internal combustion engine comprising: wherein an upper surface of the piston heads of the two pistons in each cylinder create, in combination with the cylinder wall, a combustion chamber for igniting and burning of fuel, and', 'wherein each cylinder comprises, independently, at least one intake port on an intake half of the cylinder and at least one exhaust port on an exhaust half of the cylinder, each port disposed as an opening in the cylinder wall; and, 'at least two cylinders, each cylinder containing an intake piston and an exhaust piston arranged in opposite directions within a long axis of the cylinder and on opposite sides of the center of the long axis of the cylinder, and each cylinder comprising an inner wall defining the cylinder volume;'} 'wherein a first crankshaft is attached to at least one intake piston, and a second crankshaft is attached to at least one exhaust piston; and', 'at least two crankshafts;'}wherein the plane that contains the cylinder long axes of at least one pair of cylinders is not perpendicular, nor parallel, nor coincident with the ...

Stirling Cycle Machine

A Stirling cycle machine with a liquid fuel/gaseous fuel burner. The burner may include a preheater to capture the thermal energy of the exhaust. The burner directs the preheated air to each burner head, where it enters a prechamber. Each burner head includes a fuel nozzle that directs liquid or gaseous fuel into the prechamber. The prechamber is fluidically connected to a combustion chamber via a prechamber nozzle that has a smaller opening than the prechamber. The burner head ignites the fuel air mixture in the prechamber with an ignitor located above or within the prechamber. The flame is initially lit as a diffusion flame in the prechamber. The flame is pushed out of the prechamber into the combustion chamber by an increased air flow rate. The liquid fuel from the nozzle now evaporates in the prechamber and forms a prevaporized flame in the combustion chamber. 1. A Burner for heating an external combustion engine comprising:an inlet for receiving air from a blower;an exhaust port for outputting exhaust gas;a preheater that receives air from the inlet and transfers thermal energy to the air from the exhaust gas before the exhaust gas enters the exhaust port;a combustion chamber that is adjacent to the external combustion engine; anda burner head comprising;a nozzle that is fluidically connected to a fuel source, the nozzle spaying fuel into the air exiting the preheater;an ignitor;a means to detect the presence of a flame the prechamber or the combustion chamber;a prechamber located between the nozzle and the combustion chambers, the prechamber receiving the fuel and air from the preheater, the prechamber having a first diameter; anda prechamber nozzle located between the prechamber and the combustion chamber, the nozzle having an opening characterized by a second diameter, the second diameter being smaller than the first diameter, and the prechamber nozzle fluidically connecting the prechamber to the combustion chamber.2. The burner of wherein the means to ...

INTERNAL COMBUSTION ENGINE WITH TWO WORKING SPACES OF A CYLINDER

An engine having a cylinder fastened to the engine ease with the biconcave internal partition, which divides the cylinder into the upper and bottom parts. Sparking plugs are mounted on both sides of the partition. The upper and the bottom parts of the cylinder have side scavenging channels which connect suction spaces to the working spaces of both parts of the cylinder. The upper and bottom parts of the cylinder have inlet and outlet orifices. Inside the upper and inside the bottom part of the cylinder and the upper and bottom piston are placed respectively, while both pistons are directed towards each other by the working surfaces. The pistons are connected by a rod that is led through the linear bearing that is embedded in the partition forming a seal. The connecting rod is fastened to the bottom piston and by its other end it is connected to the crankshaft. 144ab. An internal combustion engine with two working spaces of a cylinder that comprises the engine case with the crankshaft equipped with the counterweight as well as there is at least one cylinder attached to the engine case with the reciprocating piston and crank unit located in it , and moreover the engine comprises sparking elements and the fuel feeding system of the cylinder , while the cylinder has side scavenging channels , which connect the suction space of the cylinder below the piston to the working space above the piston , apart from that inlet orifices to the suction space and outlet orifices from the working space are situated in the cylinder walls , wherein , the cylinder fastened to the engine case has the biconcave internal partition , which divides the cylinder into the upper part of the cylinder and the bottom part of the cylinder , whereas the sparking plugs ( , ) are mounted on the both sides of the partition in the wall of the upper part of the cylinder and in the wall of the bottom part of the cylinder , besides the upper part of the cylinder has at least one upper scavenging channel ...

AIR HANDLING IN A HEAVY-DUTY OPPOSED-PISTON ENGINE

An air handling arrangement in a two-stroke cycle, opposed-piston engine with uniflow scavenging and constructed for heavy-duty operation includes sequentially arranged turbochargers in series with a supercharger. In some aspects, the air handling system is equipped with an EGR channel. 1. A two-stroke cycle , uniflow-scavenged , opposed-piston engine , comprising:one or more cylinders, each cylinder comprising a bore, longitudinally-separated exhaust and intake ports, and a pair of pistons disposed in the bore for opposing movements therein, in which movement of a first piston of the pair of pistons controls the exhaust port and movement of the second piston of the pair of pistons controls the intake port;a supercharger disposed in fluid communication with the intake ports to provide a continuous positive pressure differential from the intake ports to the exhaust ports so as to maintain a unidirectional flow of gas from the intake ports to the exhaust ports during two-stroke operation of the engine;a sequential turbocharger, including a first turbocharger and a second turbocharger, each of the turbochargers including a turbine and a compressor, in which the compressors of the first and second turbochargers are arranged in series with the supercharger such that the compressor of the first turbocharger is in fluid communication with the compressor of the second turbocharger and the compressor of the second turbocharger is in fluid communication with the supercharger, and the turbines of the first and second turbochargers are arranged in series with the exhaust ports such that the turbine of the second turbocharger is in fluid communication with the exhaust ports and the turbine of the first turbocharger is in fluid communication with the turbine of the second turbocharger;a compressor bypass valve associated with the second turbocharger and disposed in parallel with the compressor of the second turbocharger, the compressor bypass valve having a closed setting that ...

TRANSMISSIONS FOR OPPOSED-PISTON ENGINES WITH TWO CRANKSHAFTS

A transmission for an opposed-piston engine with two crankshafts includes a crankshaft gear train that combines the torque inputs from the two crankshafts and a gear arrangement coupled to the gear train that is operable to obtain various speed ratios for an output torque drive. 1. A transmission for an opposed-piston engine with two spaced-apart crankshafts , comprising:a gear train that links the two crankshafts together;a rotatable power take-off shaft; and,a gear arrangement acting between the gear train and to the power take-off shaft that is operable to provide a plurality of speed ratios with which to drive the power take-off shaft.2. The transmission of claim 1 , in which the gear train comprises input gears claim 1 , each input gear mounted to an end of a respective crankshaft claim 1 , an output gear coupled to the power take-off shaft claim 1 , and at least one idler gear mounted for rotation between one of the input gears and the output gear.3. The transmission of claim 2 , in which the gear arrangement comprises one or more planetary gears meshed with the gear train.4. The transmission of claim 3 , in which planetary gears mounted to the crankshafts comprise two-speed planetary gears.5. The transmission of claim 2 , in which the gear arrangement comprises one or more of the input gears being a planetary gear and the output gear being a planetary gear.6. The transmission of claim 5 , in which the gear arrangement comprises both of the input gears being two-speed planetary gears and the output gear being a two-speed planetary gear.7. The transmission of claim 5 , in which the gear arrangement comprises a double-planetary gear drive having a first state providing a forward gear range output and a second state providing a reverse gear output.8. The transmission of claim 2 , in which the gear arrangement comprises a set of transmission gears disposed in parallel with the gear train and a planetary gear mounted to the power take-off shaft.9. The transmission ...

Bilateral engine control system

Technology is provided for a bilateral engine control system for use on a multi-cylinder opposed piston engine. The system includes first and second sets of injectors, each set mountable on first and second sides of an engine. Each injector is in fluid communication with a corresponding cylinder of the engine. First and second engine control units are each connected to a respective set of injectors. First and second crankshaft speed sensors are connected to respective engine control units. The first engine control unit independently controls the first set of injectors based on a first speed signal and the second engine control unit independently controls the second set of injectors based on a second speed signal. The first engine control unit and the second engine control unit are configured to activate corresponding injectors of the first and second sets of injectors at substantially the same time.

Engine Crank and Connecting Rod Mechanism

A crank and connecting rod mechanism, comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to the at least one piston, a crank end; at least one gear set, comprising: a crankpin, the crank end pivotally connected to the crankpin; a crank gear; a crank gear shaft, the crank gear rotatably mounted on the crank gear shaft, the crankpin located between centerline of the crank gear shaft and radius of the pitch circle of the crank gear; a stationary gear, the crank gear meshing with the stationary gear, the crank end driving the crankpin, which drives the crank gear and the crank gear shaft about the stationary gear; the crank pin and the crank end rotating about the stationary gear and following the path of a roulette of a centered trochoid about the stationary gear. 1. A crank and connecting rod mechanism for use in an engine , comprising at least one piston , which reciprocates within at least one cylinder , comprising: a piston end pivotally connected to said at least one piston,', 'a crank end;, 'at least one connecting rod, comprising [ 'said crank end pivotally connected to said crankpin;', 'a crankpin,'}, 'a crank gear;', said crank gear rotatably mounted on said crank gear shaft,', 'said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear;, 'a crank gear shaft,'}, said crank gear meshing with said stationary gear,', 'said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear;, 'a stationary gear,'}, 'said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear., 'at least one gear set, comprising2. The crank and connecting rod mechanism according to claim 1 , wherein: a counterbalanced radial arm driven by said crank gear shaft;', ...

Piston type internal combustion engine

An internal combustion engine includes a cylinder of which the interior is divided into two in the longitudinal direction. The lower chamber serves as a mechanical driving portion in which the piston is reciprocated. The upper chamber serves as a power portion in which combustion gas is drawn in, compressed, burned and exhausted. A cylindrical portion with a lid which moves into the power portion is continuously provided on top of the piston. A gap is defined between the cylindrical portion and the inner peripheral surface of the power portion of the cylinder. The inner peripheral surface of the power portion is defined by a heat shield tube fitted in the cylinder. A heat insulating tube is provided on the outer periphery of the heat shield tube.

Fuel limiter for a uniflow-scavenged, two-stroke cycle, opposed-piston engine

Control of fuel flow in a uniflow-scavenged, two-stroke cycle, opposed-piston engine includes limiting an amount of torque or fuel in response to a torque demand, based upon a comparison and a selection of fuel delivery options derived from a global airflow parameter and/or a trapped airflow parameter.

Air Handling Constructions With Turbo-Compounding For Opposed-Piston Engines

An opposed-piston engine has an air handling system equipped with a turbo-compound system that includes a power turbine for producing a rotary output in response to a flow of exhaust gas flowing into the turbine. The rotary output is connected to a crankshaft or other rotating element of the opposed-piston engine for converting some of the exhaust gas energy into mechanical energy supplied to the crankshaft.

OPPOSED-PISTON ENGINE HAVING A SINGLE CRANKSHAFT COUPLED TO THE OPPOSED PISTONS BY LINKAGES WITH PIVOTED ROCKER ARMS

An opposed-piston engine with a single crankshaft has a rocker-type linkage coupling the crankshaft to the pistons that utilizes a rotatable pivot rocker arm with full-contact plain bearings. A rocker-type linkage utilizes a rotatable pivot bearing with an eccentric aspect to vary translation of piston linkage along the axial direction of a cylinder, which shifts the top dead center (TDC) and bottom dead center (BDC) locations of a piston so as to change the volume of charge air compressed during the power stroke. 1. An internal combustion engine including at least one cylinder with longitudinally-separated exhaust and intake ports , a pair of pistons disposed in opposition in a bore of the cylinder , and piston linkages coupled to the pistons , comprising:rocker arms for coupling the piston linkages to a crankshaft;a fixed, stationary pivot shaft;in which each rocker arm is pivoted on the pivot shaft by an eccentric pivot bearing received in a pivot bearing seat in the rocker arm, and each eccentric pivot bearing is constituted of an eccentric sleeve that fits around the pivot shaft;a pivot bearing actuator engaging the eccentric pivot bearing for varying a rotational position of the eccentric pivot bearing on the pivot shaft,a gallery in the pivot shaft, extending in an axial direction of the pivot shaft;one or more sets of first radial holes extending in an annular direction in the pivot shaft at each pivot location, each first radial hole extending from the gallery to the side surface of the pivot shaft; and,one or more sets of second radial holes extending in an annular direction in each eccentric pivot bearing;in which the numbers of first and second radial holes, and the pitches between the holes, are chosen such that at any position to which the eccentric radial bearing is rotated, at least one second hole in each eccentric pivot bearing overlaps at least one first hole at the corresponding rocker arm location on the pivot shaft.2. (canceled)3. The internal ...

Opposed Piston Engine With Variable Compression Ratio

An opposed piston engine is provided. The engine includes a mechanism enabling adjustment of a compression ratio of the engine. 1. A method for determining a compression ratio of an opposed piston engine comprising:receiving sensor signals that correspond to crankshaft operating parameters for each of two crank shafts of an opposed piston engine, each crank shaft connected to an opposed piston within a same cylinder;processing the operating parameters for each of the crank shafts based on the sensed signals; andadjusting a crank shaft position of at least one of the crank shafts based on the processed, operating parameters.2. The method as in further comprising varying a compression ratio of a volume of the cylinder by adjusting the crank shaft position of the at least one crank shaft to the position that is different than a crank shaft position of the other crank shaft based on the processed claim 1 , operating parameters.3. An opposed piston engine comprising:a first crank case contained within the opposed piston engine;a second crank case contained within the opposed piston engine and opposed to said first crank case;a first crank shaft contained within said first crank case;a second crank shaft contained within said second crank case;a cylinder case in communication with the first and second crank cases; receiving sensor signals that correspond to crank shaft operating parameters for the first and second crank shafts of the opposed piston engine, each crank shaft connected to an opposed piston within the cylinder case, and', 'processing the crank shaft operating parameters for each of the crank shafts based on the sensed signals; and', 'adjusting a crank shaft position of at least one of the crank shafts based on the processed, operating parameters., 'an electronic control system for,'}4. The engine of wherein the electronic control system further varies a compression ratio of a volume of the cylinder case by adjusting the crank shaft position of the at least ...

AIR HANDLING SYSTEM CONSTRUCTIONS WITH EXTERNALLY-ASSISTED BOOSTING FOR TURBOCHARGED OPPOSED-PISTON ENGINES

The air handling system of an opposed-piston engine is equipped with an externally-assisted pumping element such as an electrically-assisted compressor, an electrically-assisted supercharger, or an electrically-assisted turbocharger. 1. An air handling system of an opposed-piston engine including at least one cylinder with piston-controlled exhaust and intake ports , the air handling system comprising:a charge air channel coupled to provide charge air to at least one intake port of the opposed-piston engine;an exhaust channel coupled to transport exhaust gas from at least one exhaust port of the opposed-piston engine;an open intake chamber in which all intake ports of the engine are located for receiving charge air, the open intake chamber having charge air inlets on opposing sides of a cylinder block;a turbocharger with a turbine in the exhaust channel and a compressor in the charge air channel; and,an electrically-assisted compressor in the charge air channel, upstream of an inlet of the compressor;the charge air channel comprising first and second branches downstream of the electrically-assisted supercharger, the first and second branches having a common input coupled to an outlet of the compressor, each of the first and second branches including a respective charge air cooler placed between the common input and a respective one of the charge air inlets.2. The air handling system of claim 1 , further comprising an EGR loop having an inlet in the exhaust channel claim 1 , downstream of an outlet of the turbine and an outlet in the charge air channel claim 1 , upstream of an inlet of the an electrically-assisted compressor.3. The air handling system of claim 2 , wherein the turbine comprises a fixed geometry device or a VGT device.4. The air handling system of claim 1 , wherein the turbine comprises a fixed geometry device or a VGT device.5. An air handling system for an opposed-piston engine including at least one cylinder with piston-controlled exhaust and intake ...

AIR HANDLING SYSTEM CONSTRUCTIONS WITH EXTERNALLY-ASSISTED BOOSTING FOR TURBOCHARGED OPPOSED-PISTON ENGINES

The air handling system of an opposed-piston engine is equipped with an externally-assisted pumping element such as an electrically-assisted compressor, an electrically-assisted supercharger, or an electrically-assisted turbocharger. 1. An air handling system for an opposed-piston engine , including at least one cylinder with piston-controlled exhaust and intake ports , comprising:a charge air channel coupled to provide charge air to at least one intake port of the opposed-piston engine;an exhaust channel coupled to transport exhaust gas from at least one exhaust port of the opposed-piston engine;a turbocharger with a turbine in the exhaust channel and a first compressor in the charge air channel; and,an electrically-assisted compressor in the charge air channel upstream of the first compressor, between a fresh air inlet of the charge air channel and an inlet of the first compressor.2. The air handling system of claim 1 , further including an EGR loop including an inlet coupled to the exhaust channel claim 1 , downstream of an outlet of the turbine claim 1 , and an outlet coupled to the charge air channel claim 1 , upstream of the electrically-assisted compressor.3. The air handling system of claim 2 , further including a charge air cooler in the charge air channel between an outlet of the electrically-assisted compressor and the inlet of the first compressor.4. The air handling system of claim 2 , further including an aftertreatment device in the exhaust channel claim 2 , between an outlet of the turbine and the EGR loop inlet.5. (canceled)6. The air handling system of - claim 2 , in which the charge air channel includes first and second branches downstream of the first compressor claim 2 , the first and second branches have a common input coupled to an outlet of the first compressor claim 2 , and each branch includes a respective charge air cooler.7. The air handling system of claim 1 , without an EGR loop.8. The air handling system of claim 7 , further comprising ...

Open exhaust chamber constructions for opposed-piston engines

A configuration for a uniflow-scavenged, opposed-piston engine reduces exhaust cross-talk caused by mass flow between cylinders resulting from one cylinder having an open exhaust port during scavenging and/or charging while an adjacent cylinder is undergoing blowdown. Some configurations include a wall or other barrier feature between cylinders that are adjacent to each other and fire one after the other. Additionally, or alternatively, some engine configurations include cylinders with intake and exhaust ports sized so that there is an overlap in crank angle of two or more cylinders having open exhaust ports of about 65 crank angle degrees or less.

EXTERNAL COMBUSTION ENGINE WITH SEQUENTIAL PISTON DRIVE

Method and system for efficient energy recovery from heat source with external combustion engine. Invention include sequentially operating drive mechanism for power pistons and displacement pistons of gamma type Stirling engine, providing nearly ideal pistons operation sequence. Stirling engine is supplemented with working flow fluid control and separation member between working fluid reheater and rest of the engine during high pressure stage. Working fluid is circulated in flow control via one or more consecutive displacement cylinder/power cylinder stages before reheating. Control system is directing working fluid from inlet port to the first displacement cylinder, further to the first power cylinder and after expansion either to reheating or to the next displacement cylinder. Low temperature working fluid is finally directed back to the counter flow type reheater. 114. An engine unit embodiment based on modified gamma type Stirling engine ( , ) with additional working fluid flow control system by using Flow channels ( , Flow channel and , Flow channel) in displacement pistons and openings in pressurizing cylinder walls ( , Opening in cylinder wall and , Opening in cylinder wall) and sequentially operating pistons drive operating in sequences ( , Sectors - , Acceleration/deceleration) , the invention characterized by: Flow channels in piston or pistons together with opening or openings in cylinder walls enabling/disabling working fluid flow; and alternating movements of displacement piston set and power piston set such that while one of the piston sets is moving with full velocity , the other one is halted at the end of piston stroke position.213010150101501. Sequentially operating pistons drive system comprising: Piston drive frames with guide rails ( item ); wheels ( item ); and rotating members with profiled surfaces ( item and or or profiled inner surface of ring or recess in any disc or object) attached on main shaft ( item or item ); displacement piston ...

Solid-liquid phase change driven heat engine via hydraulic oil power generation

A new kind of solid-liquid-solid cyclic phase change heat engine is presented with optional but highly recommended multiple cylinders aka multiple stages cascading powertrain. Unlike the traditional Rankine engine or Stirling engine, hereby the gaseous phase is prohibited, and the conventional turbine is abandoned too. Under the drive of heat flux, low expansion volume of the working Phase Change Material (PCM) replaces the high expansion volume of hot gas, and in compensation, high expansion pressure replaces the low expansion pressure of hot gas. Via the isolated transformation from PCM pressure to hydraulic oil pressure, plus fluidic AC-DC rectification, a standard hydraulic motor replaces the gas or steam turbine. Multi-cylinder cascading heat engine can linearly increase up efficiency close to the ideal Carnot efficiency. With this invention, heat-rechargeable melting salt thermal storage can efficiently power vehicles with competitive lightweight of thermo pack at middle temperature, challenging those fuel cell or lithium battery powered vehicles. 1. A method to run heat engine by periodically changing phase of the working PCM between solid and liquid via properly regulated heat influx and outflux through two conjugated PCM chambers , and in anytime , the systematic heat flow is always from heat source to heat sinker;2. In addition to claim 1 , further convert the linear motion of PCM expansion & contraction into the imitative motion of hydraulic oil in two conjugated chambers by co-axle or joint-axle reciprocal drive but different push area possible so as to cause pressure upscale or downscale;3. In addition to claim 1 , subsequently convert the AC hydraulic oil flow to DC hydraulic oil flow so as to drive a regular hydraulic motor for torque output or whatever purpose;4. In addition to claim 1 , use a central logic controller to take care of all above processes claim 1 , and some sensors should be used for feedback of data & status claim 1 , such as position ...

Low reactivity, compression-ignition, opposed-piston engine

A compression-ignition, opposed-piston engine using a low reactivity fuel as an ignition medium manages trapped temperature and trapped combustion residue within, and fuel injection into, the combustion chambers of the engine, and controls the compression ratio of the engine in order to realize reductions in emissions as well as improved fuel consumption efficiencies.

LINEAR PISTON ENGINE FOR OPERATING EXTERNAL LINEAR LOAD

A linear piston engine includes a housing having a combustion chamber located between opposing first and second piston chambers. A first piston assembly is located within the first piston chamber, and a second piston assembly is located within the second piston chamber. Each piston assembly includes a piston for reciprocating within the piston chamber. The piston is located adjacent to the combustion chamber. Each piston assembly also includes a crankshaft coupled to the piston for guiding the piston through a power stroke and a return stroke, and a linear output member coupled to the piston for providing a linear output motion based on reciprocating motion of the piston. 1. A linear piston engine comprising:a) a housing having a combustion chamber located between opposing first and second piston chambers; i) a first piston for reciprocating within the first piston chamber, the first piston being located adjacent to the combustion chamber,', 'ii) a first crankshaft coupled to the first piston for guiding the first piston through a power stroke and a return stroke; and', 'iii) a first linear output member coupled to the piston for providing a first linear output motion based on reciprocating motion of the first piston; and, 'b) a first piston assembly located within the first piston chamber, the first piston assembly comprising i) a second piston for reciprocating within the second piston chamber, the second piston being located adjacent to the combustion chamber;', 'ii) a second crankshaft coupled to the second piston for guiding the second piston through a power stroke and a return stroke; and', 'iii) a second linear output member coupled to the piston for providing a second linear output motion based on reciprocating motion of the second piston., 'c) a second piston assembly located within the second piston chamber, the second piston assembly comprising2. The linear piston engine of claim 1 , wherein at least one of the pistons are coupled to an external linear ...

Methods And Related Systems For Generating Pressurized Air Within An Opposed Piston Engine

Pressurized air may be generated within a lightweight opposed piston engine without the need to make use of a supercharger. The lightweight engine may be combined with one or more lightweight micro-generators. 1. A method for generating pressurized air within a combustion chamber of a lightweight , opposed piston engine comprising:moving a first piston, within the combustion chamber of the lightweight engine, past a first inlet to induct a first, self-supercharged amount of pressurized air into a first crankshaft;moving a second piston, configured on an opposite end of a cylinder from the first piston, within the combustion chamber past a second inlet to induct a second, self-supercharged amount of pressurized air into a second crankshaft substantially at the same time as the first piston is moving by the first inlet,moving the first piston to bottom dead center to allow first pressurized air through a first transfer port, wherein the first pressurized air is at a lower temperature than first exhaust gases; andmoving the second piston to bottom dead center to allow second pressurized air through a second transfer port, wherein the second pressurized air is at a lower temperature than second exhaust gases.2. The method as in further comprising:connecting a first lightweight micro-generator to the first crankshaft and a second lightweight micro-generator to the second crank shaft of the lightweight engine; andselectively operating the first and second lightweight micro-generators individually or at a same time.3. The method as in further comprising generating 0 to 8 kilowatts of power from each of the first and second micro-generators.4. The method as in further comprising generating different amounts of power from the first and second micro-generators.5. The method as in wherein the lightweight engine weighs between 5 and 30 pounds.6. The method as in wherein the lightweight engine weighs less than 10 pounds.7. The method as in wherein each of the lightweight micro- ...

Stirling Cycle Machine

A Stirling cycle machine with a liquid fuel/gaseous fuel burner. The burner may include a preheater to capture the thermal energy of the exhaust. The burner directs the preheated air to each burner head, where it enters a prechamber. Each burner head includes a fuel nozzle that directs liquid or gaseous fuel into the prechamber. The prechamber is fluidically connected to a combustion chamber via a prechamber nozzle that has a smaller opening than the prechamber. The burner head ignites the fuel air mixture in the prechamber with an ignitor located above or within the prechamber. The flame is initially lit as a diffusion flame in the prechamber. The flame is pushed out of the prechamber into the combustion chamber by an increased air flow rate. The liquid fuel from the nozzle now evaporates in the prechamber and forms a prevaporized flame in the combustion chamber. 1. An reciprocating machine comprising:a first region comprising a first fluid and two or more reciprocating pistons, the first fluid having a first pressure that oscillates about a mean pressure;a second region comprising a second fluid and a drive, the second fluid having a second pressuretwo or more coupling assemblies mechanically connecting the drive to the two or more reciprocating pistons;an airlock separating the first region from the second region, the airlock containing the first fluid at a third pressure, the airlock being imperfectly sealed from the first region, and the two or more coupling assemblies pass through the airlock;two or more rolling diaphragm seals sealing the first fluid in the airlock from the second fluid, each rolling diaphragms being connected to one of the two or more coupling assemblies and comprising elastomeric material with fibers dispersed therein; andan airlock pressure regulator fluidicly connected to the airlock, the airlock pressure regulator configured to maintain a predetermined pressure differential between the second pressure and the third pressure.2. The ...

PISTON COMBINATIONS FOR OPPOSED-PISTON ENGINES

A combination for an opposed-piston engine includes an intake piston and an exhaust piston, each with a top land height. The intake piston top land height is less than the exhaust piston top land height. 1. An opposed-piston internal combustion engine comprising: a first crown with a first end surface;', 'a first set of ring grooves comprising at least one ring groove separated from the first end surface by a first distance; and', 'a first piston bowl in the first piston crown; and, 'an intake piston comprising a second crown with a second end surface;', 'a second set of ring grooves comprising at least one ring groove separated from the second end surface by a second distance; and', 'a second piston bowl in the second piston crown,, 'an exhaust piston disposed in opposed with respect to the intake piston, the exhaust piston comprisingin which the first distance is less than the second distance.2. The opposed-piston engine of claim 1 , further comprising a cylinder in which the intake and exhaust pistons are situated in an opposing manner claim 1 , such that a combustion chamber is formed between the first piston bowl and the second piston bowl when the pistons are at or near top center locations in the cylinder.3. The opposed-piston engine of claim 2 , wherein claim 2 , during operation of the engine:the intake piston moves across intake port openings of an intake port in the cylinder to open and close the intake port; andthe exhaust piston moves across exhaust port openings of an exhaust port in the cylinder to open and close the exhaust port.4. The opposed-piston engine of claim 1 , wherein a ratio of the first distance to the second distance is 1.0:2.0.5. The opposed-piston engine of claim 1 , wherein a ratio of the first distance to the second distance is 1.0:1.8.6. The opposed-piston engine of claim 1 , wherein a ratio of the first distance to the second distance is 1.0:1.67.7. The opposed-piston engine of claim 1 , wherein a ratio of the first distance to the ...

Multi-Cylinder opposed piston engines

Integrated, multi-cylinder opposed engine constructions include a unitary support structure to which cylinder liners are removeably mounted and sealed and on which crankshafts are rotatably supported. The unitary support structure includes cooling manifolds that provide liquid coolant to the cylinder liners. Exhaust and intake manifolds attached to the support structure to serve respective ports in the cylinder liner. The engine constructions may also include certain improvements in the construction of cooled pistons with flexible skirts, and in the construction of cylinders with sealing structures mounted outside of exhaust and inlet ports to control lubricant in the cylindrical interstice between the through bore and the pistons.

重载对置活塞发动机中的空气处理

具有直流扫气且被构造用于重载操作的二冲程循环对置活塞发动机中的空气处理布置包括与机械增压器串联的顺序布置的涡轮增压器，在一些方面，空气处理系统被装备有EGR通道。

Internal combustion engine

FIELD: engine devices and pumps.SUBSTANCE: engine consists of sections each of which contains: a cylinder 1, which walls have ports cut therein to intake fuel-air mix or air 2 and release exhaust gases 3. There are opposite pistons 4 and 5 inside the cylinder that form a single combustion chamber producing movements which provide the intake of the fuel-air mix, its compression, working stroke and release of combustion products that constitute a four-stroke working cycle. The movement of the pistons along a given path is provided by a planetary mechanism of external engagement.EFFECT: increase engine speed and its power respectively.2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 632 357 C9 (51) МПК F01B 7/14 (2006.01) F02B 75/28 (2006.01) F02B 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) СКОРРЕКТИРОВАННОЕ ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ Примечание: библиография отражает состояние при переиздании (21)(22) Заявка: 2016106569, 24.02.2016 (24) Дата начала отсчета срока действия патента: 24.02.2016 (43) Дата публикации заявки: 29.08.2017 Бюл. № 25 (45) Опубликовано: 04.10.2017 Версия коррекции №1 (W1 C2) (56) Список документов, цитированных в отчете о поиске: RU 2009347 C1, 15.03.1994. RU (48) Коррекция опубликована: (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ (57) Реферат: Изобретение относится к двигателям внутреннего сгорания. Сущность изобретения: двигатель состоит из секций, каждая из которых содержит: цилиндр 1, в стенках которого прорезаны окна для впуска топливовоздушной смеси или воздуха 2 и выпуска отработанных газов 3. Внутри цилиндра расположены оппозитные поршни 4 и 5, образующие единую камеру сгорания, совершающие движения, R U 2 6 3 2 3 5 7 Адрес для переписки: 420111, г. Казань, ул. К. Маркса, 10, ФГБОУ ВО "Казанский национальный исследовательский технический университет им. А.Н. ТуполеваКАИ" (КНИТУ-КАИ), отдел интеллектуальной собственности и информационно-патентного обслуживания Стр.: 1 2539230 C1, 20.01.2015. RU 2146011 C1, 27.02. ...

Internal combustion engine operation method

FIELD: engines and pumps. SUBSTANCE: internal combustion engine operation method consists in supply of charge to combustion chambers of the main and additional cylinders with various diameters, which are connected to each other and in which pistons are arranged, and in compression of charge with pistons in both cylinders. Piston of additional cylinder is delayed as per rotation phase of shaft from piston of the main cylinder of up to 120 degrees, and when piston of the main cylinder reaches its upper dead point when larger portion of charge is in additional cylinder, charge is boosted with piston of additional cylinder. Mixture is pressed by piston of the main cylinder, but it is not brought to self-ignition, thus it is prepared for further quick ignition; and compressed homogenised fuel-air mixture is boosted with piston of additional cylinder, and its temperature and pressure in combustion chamber is brought to compression self-ignition of mixture. EFFECT: simpler design, possibility of control and regulation of self-ignition moment of homogenised fuel-air mixture, lower specific fuel flow and higher ecologic characteristics of the engine. 13 cl, 15 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 422 651 (13) C1 (51) МПК F02B 9/02 (2006.01) F02B 75/28 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2010115063/06, 15.04.2010 (24) Дата начала отсчета срока действия патента: 15.04.2010 (73) Патентообладатель(и): Габдуллин Ривенер Мусавирович (RU) R U Приоритет(ы): (22) Дата подачи заявки: 15.04.2010 (72) Автор(ы): Габдуллин Ривенер Мусавирович (RU) (45) Опубликовано: 27.06.2011 Бюл. № 18 2 4 2 2 6 5 1 (56) Список документов, цитированных в отчете о поиске: SU 1229397 А1, 07.05.1986. RU 2170834 С1, 20.07.2001. RU 2078963 С1, 10.05.1997. US 3961607 А, 08.06.1976. WO 94/21905 А1, 29.09.1994. US 3446192 А, 27.05.1969. 2 4 2 2 6 5 1 R U (54) СПОСОБ РАБОТЫ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ ...

Improved Systems and Methods of Compression Ignition Engines

내연 기관에서 압축 착화(및/또는 불꽃 지원형 또는 연료 지원형 압축 착화)를 달성하기 위하여 멀티-존 연소실들을 활용하기 위한 장치, 시스템 및 방법이제공되어 있다. 추가로, "사이어미즈 실린더"에서 압축 착화(및/또는 불꽃 지원형 또는 연료 지원형 압축 착화)를 달성하기 위한 그리고/또는 제어하기 위한 개선된 장치, 시스템 및 방법이 제공되어 있다.

Two stroke opposed-piston engines with compression release for engine braking

在二冲程对置活塞发动机中，具有一对对置活塞的带阀式汽缸装配有减压口，该减压口包括阀和通过汽缸壁的开口，其位于汽缸的进气口和排气口之间。当进气口和排气口关闭时，减压口能够使得压缩空气从汽缸中释放。阀控制气流通过通路，并且被打开允许压缩空气通过通路从汽缸中释放，和被关闭用于将压缩空气保留在汽缸中。随着从进气/压缩冲程到动力/排气冲程的冲程转换，当活塞位于或者接近上止点时，发动机制动通过减压口将压缩空气释放入排气通道被支持。在进气口和排气口关闭后，通过减压口从汽缸中的压缩释放也可以支持其他发动机操作。

Universal heat engine.

Es descrita una máquina térmica universal para la conversión de energía de una fuente de calor de entrada hacia una salida. La máquina térmica universal comprende una sección de máquina térmica y una sección de salida. La sección de máquina térmica incluye un agujero de máquina térmica que recibe un pistón de máquina térmica. Un montaje de válvula de máquina térmica se comunica con el agujero de máquina térmica para efectuar el movimiento alternante del pistón de máquina térmica. La sección de salida incluye un agujero de salida que recibe un pistón de salida. Una barra de pistón interconecta el pistón de máquina térmica con el pistón de salida. Un control controla los montajes de válvula de máquina térmica para operar la sección de máquina térmica de acuerdo con una salida deseada de la sección de salida. La fuente de calor podría comprender el quemado de un producto de petróleo, una fuente de calor solar, una fuente de calor geotérmico o una fuente de calor de producto secundario. La salida podría comprender un sistema de acondicionamiento de aire estático o móvil o un generador eléctrico.

Device for changing the offset angle of the crankshafts of an opposed piston internal combustion engine

Opposite piston internal combustion engine without single block valve

Steam enhanced double piston cycle engine

A steam enhanced dual piston cycle engine utilizes a unique dual piston apparatus that includes: a first cylinder housing a first piston therein, wherein the first piston performs only intake and compression strokes; a second cylinder housing an inner power piston that forms an inner internal chamber of the second cylinder, and either a ring-shaped outer power piston surrounding the inner power piston, wherein the outer power piston forms an outer internal chamber of the second cylinder and is configured to convert engine heat into additional work, and/or an outer boiler which is configured to produce steam to be converted into additional work.

Cam-driven radial rotary engine incorporating an HCCI apparatus

A two cycle-opposed piston, two cycle, homogenous charge compression ignition engine with cylinder sets, each cylinder set having a first cylinder with an intake port; a second cylinder coaxially aligned with the first cylinder and having an exhaust port; a first piston engaged within the first cylinder; a second piston engaged within the second cylinder; a combustion chamber formed between the first piston and the second piston; a first cam mechanically engaged with the first piston; a mechanical device to convert reciprocating motion to rotational motion connected to the second piston; and a charge pump connected to the intake port by an intake passage.

Gas exchange control for piston engines with sliding bushes

Die Erfindung betrifft Gegenkolbenmotoren, deren Gaswechsel mittels gesteuerter Schiebebüchsen 1 und 2 erfolgt (siehe untenstehender Querschnittsausschnitt Fig. 1 eines Gegenkolbenmotors), welche ein von der Stellung der Kolben 3 und 4 unabhängiges Öffnen und Schließen von ringförmig um den Zylinder verlaufenden Ein- und Auslasskanälen 5 und 6 ermöglichen, wobei die gegenläufigen Kolben während ihres gesamten Hubes vom Äußeren zu dem Brennraum 7 einschließenden inneren Totpunkt mit ihren Kolbenringen, die durch die Büchsenbewegung sich öffnenden und schließenden Steuerschlitze nie im geöffneten Zustand überlaufen, wodurch die Nachteile von herkömmlichen schlitzgesteuerten Motoren, z. B. Ölabstreifung in die Schlitze und Aufspringen der Kolbenringe vermieden werden. Die Erfindung bezieht sich detalliert auf die Ausgestaltung von Antrieb und Abdichtung der mechanisch, elektrisch, pneumatisch oder hydraulisch axial hin und her bewegten Schiebebüchsen. The invention relates to opposed-piston engines, the gas exchange of which is carried out by means of controlled sliding bushes 1 and 2 (see cross-sectional section below of FIG. 1 of an opposed-piston engine), which opens and closes inlet and outlet ducts 5 running in a ring around the cylinder independently of the position of the pistons 3 and 4 and 6 allow, the counter-rotating pistons during their entire stroke from the outside to the combustion chamber 7 including the inner dead center with their piston rings, the control slots opening and closing never overflow in the open state, thereby eliminating the disadvantages of conventional slot-controlled motors, e.g. B. Oil stripping in the slots and popping the piston rings can be avoided. The invention relates in detail to the design of the drive and sealing of the mechanically, electrically, pneumatically or hydraulically axially reciprocating sliding bushes.

Opposed piston engine with non-collinear axes of translation

一种对置活塞内燃机，其可以包括两个对置活塞(104、110)，所述对置活塞(104、110)沿着各自的非共线平移轴(202、204)往复运动。第一和第二气缸孔(502、504)可以以一定夹角(a)彼此倾斜。燃烧容积或燃烧室(114)可以至少部分地通过所述第一和第二活塞(104、110)的活塞顶(102、106)选择性界定，所述第一和第二活塞(104、110)在所述第一和第二气缸孔(502、504)内各自作往复运动。本发明描述了相关的方法、系统和制品。

INTERNAL COMBUSTION ENGINE

А 2016106568 ко РОССИЙСКАЯ ФЕДЕРАЦИЯ хо кх вас аа о” ВУ “” 2016 106 5683 А (50) МПК НОВ 7/12 (2006.01) НО2В 75/28 (2006.01) НО2В 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2016106568, 24.02.2016 (71) Заявитель(и): Федеральное государственное бюджетное образовательное учреждение высшего образования "Казанский национальный Приоритет(ы): (22) Дата подачи заявки: 24.02.2016 (43) Дата публикации заявки: 29.08.2017 Бюл. № 25 исследовательский технический университет им. А.Н. Туполева-КАИ" (ВО) Адрес для переписки: 420111, г. Казань, ул. К. Маркса, 10, ФГБОУ ВО | (72) Автор(ы): "Казанский национальный исследовательский Маханько Андрей Анатольевич (КО), технический университет им. А.Н. Туполева- Маханько Анатолий Васильевич (ВО), КАИ" (КНИТУ-КАИ), отдел интеллектуальной Соколова Галина Павловна (КО) собственности и информационно-патентного обслуживания (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ (57) Формула изобретения 1. Двигатель внутреннего сгорания, состоящий из секций, каждая из которых содержит цилиндр с впускным и выпускным окнами и размещенные в нем, образующие единую камеру сгорания, поршни, отличающийся тем, что каждая секция содержит траверсный механизм, связывающий поршни, траверсы, шатуны и кривошипы, имеющие разные углы начальной установки и соединенные каждый со своим валом, один из которых вращается вдвое быстрее другого, задающий движение поршней по траекториям, обеспечивающим четырехтактный рабочий цикл, при этом, не требуя газораспределительного механизма и изменения назначения впускных и выпускных ОКОН. 2. Двигатель внутреннего сгорания по п. 1, отличающийся тем, что траектории движения поршней описываются суммой синусоидальных функций, имеющих кратные частоты «и 20: Хх ()=Х+А-зт(ю+1+Ф, + А, -зпбе-+о, ) Х, (= Хо+А-зт(®-1+0,)+ А, -зт2о-1+Ф,, где Хо1, Хдо> - смещение траекторий относительно нейтрального положения (для правого поршня - положительное, а для левого поршня - отрицательное), Ат, А? ...

Rodless piston engine

1. Бесшатунный поршневой двигатель, включающий корпус с расположенными рядно и/или оппозитно цилиндрами, поршни со штоками и механизм преобразования возвратно-поступательного движения во вращательное, выполненный в виде маховика, смонтированного на кривошипе, кулисы, соединенной посредством кулисного камня с кривошипом, штоками поршней, связанных с кулисами, отличающийся тем, что двигатель снабжен дополнительной группой поршней с кривошипом, связанной с первой группой поршней при помощи зубчатого зацепления смонтированного на кривошипах, при этом кривошипы механизмов преобразования возвратно-поступательного движения во вращательное смонтированы симметрично.2. Двигатель по п. 1, отличающийся тем, что контакт шеек кривошипов групп поршней при помощи кулисных камней с кулисами выполнен на одинаковом расстоянии от ползунов. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2015 118 093 A (51) МПК F02B 75/32 (2006.01) F01B 7/16 (2006.01) F01B 9/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2015118093, 14.05.2015 (71) Заявитель(и): Андреев Юрий Александрович (RU), Ступин Алексей Алексеевич (RU) Приоритет(ы): (22) Дата подачи заявки: 14.05.2015 (43) Дата публикации заявки: 10.12.2016 Бюл. № 34 A 2 0 1 5 1 1 8 0 9 3 R U Стр.: 1 A (57) Формула изобретения 1. Бесшатунный поршневой двигатель, включающий корпус с расположенными рядно и/или оппозитно цилиндрами, поршни со штоками и механизм преобразования возвратно-поступательного движения во вращательное, выполненный в виде маховика, смонтированного на кривошипе, кулисы, соединенной посредством кулисного камня с кривошипом, штоками поршней, связанных с кулисами, отличающийся тем, что двигатель снабжен дополнительной группой поршней с кривошипом, связанной с первой группой поршней при помощи зубчатого зацепления смонтированного на кривошипах, при этом кривошипы механизмов преобразования возвратнопоступательного движения во вращательное смонтированы симметрично. 2. Двигатель по ...

Two-stroke reciprocating internal combustion engine

FIELD: machine building. SUBSTANCE: invention relates to the engine building. Two-stroke piston internal combustion engine includes a cylinder block equipped with purging (12) and outlet (11) openings. Pistons (7, 8) move in said cylinders in opposite directions, each of which controls blowing and discharge respectively. Mechanism for reciprocating movement of pistons (7, 8) into rotary motion of crankshaft by means of one common piston rod (2) and two rockers (3, 4) articulated via rod (5, 6) with each of pistons (7, 8). Rockers 3, 4 have fixed swinging centres and are connected with common connecting rod (2) by means of two-way hinges. EFFECT: technical result consists in improvement of fuel efficiency and improvement of weight and overall parameters. 5 cl, 12 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 739 105 C1 (51) МПК F02B 75/28 (2006.01) F02B 75/32 (2006.01) F16J 1/14 (2006.01) F02B 25/08 (2006.01) F16J 1/16 (2006.01) F01B 7/12 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02B 75/28 (2020.08); F02B 75/32 (2020.08); F16J 1/14 (2020.08); F02B 25/08 (2020.08); F16J 1/16 (2020.08); F01B 7/12 (2020.08) (21)(22) Заявка: 2020121237, 22.06.2020 22.06.2020 (73) Патентообладатель(и): Кореневский Геннадий Витальевич (RU) Дата регистрации: 21.12.2020 Приоритет(ы): (22) Дата подачи заявки: 22.06.2020 (45) Опубликовано: 21.12.2020 Бюл. № 36 2 7 3 9 1 0 5 R U (54) Двухтактный поршневой двигатель внутреннего сгорания (57) Реферат: Изобретение относится к двигателестроению. вала посредством одного общего шатуна (2) и Двухтактный поршневой двигатель внутреннего двух коромысел (3, 4), шарнирно связанных через сгорания содержит блок цилиндров, снабженный шток (5, 6) с каждым из поршней (7, 8). продувочными (12) и выпускными (11) окнами. Коромысла (3, 4) имеют фиксированные центры Поршни (7, 8) движутся в указанных цилиндрах качания и связаны с общим шатуном (2) с в противоположных направлениях, каждый из помощью ...

Variablely compressible 2-cycle engine

Cold air super-charged internal combustion engine, working cycle and method

Working cycle for internal combustion engines, with methods and apparatuses for managing combustion charge density, temperature, pressures and turbulence (among other characteristics). At least one embodiment describes a supercharged internal combustion engine in which a supercharging portion of air is compressed, cooled and injected late in the compression process. A sub-normal compression ratio or low “effective” compression ratio initial air charge is received by a cylinder/compression chamber on the engine intake process, which during compression produces only a fraction of heat-of-compression as that produced by a conventional engine. During compression process, dense, cooled supercharging air charge is injected, adding density and turbulence above that of conventional engines with low “effective” compression ratio for this portion of air charge also. Compression continues and near piston top dead center, the air charge being mixed with fuel is ignited for power pulse followed by scavenging.

Double piston engine

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

AIR-FUEL MIXTURE INTERNAL COMBUSTION ENGINE

1. Двигатели внутреннего сгорания с четырьмя поршнями (23), которые соединены попарно всегда по два посредством двух зубчатых колес, входящих в зацепление с зубчатыми соединительными элементами (19), и, следовательно, они двигаются одинаковым образом внутри цилиндров, и во время каждого хода воздушно-топливная смесь, предварительно всосанная или поданная посредством турбокомпрессора или механического компрессора, воспламеняется при значениях лямбда от 0,1 до 5,0; в то время, как самовоспламенение происходит при соответствующих значениях температуры, и самое высокое давление достигает максимальных значений, положение верхней части поршней (26) по отношению к головке цилиндра может изменяться в зависимости от температуры головок цилиндров, всосанной или поданной воздушно-топливной смеси и, в общем случае, в зависимости от нагрузки двигателя, масса этих двух пар поршней (23), включая два зубчатых соединительных элемента (19), компенсируется точно такой же массой пары поршней (20), включая зубчатый соединительный элемент (11), который посредством двух зубчатых колес (22) приводится в движение в противоположном направлении, независимо от пути, который эти две пары поршней (23) прошли до воспламенения в каких-нибудь цилиндрах, и эта средняя пара поршней (20) в цилиндрах (6) служит, помимо этого, в качестве парового двигателя, а пар для этой цели вырабатывается в котле, работающем от теплоты, образующейся при охлаждении воды, а также за счет повышения температуры и, следовательно, давления пара вследствие осуществленного в последствии нагрева горячими выхлопными газами, при этом этот средний поршень и цилиндр (20) и (6), кроме того, обо РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2008 148 123 (13) A (51) МПК F01B 7/16 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21), (22) Заявка: 2008148123/06, 23.05.2007 (71) Заявитель(и): ПЕРЕВУСНЫК Есеф (CZ) (30) Конвенционный приоритет: 01.06.2006 EP 06466004.6 (43) Дата ...

Controlled clutch for coupling shafts of two internal combustion engines

1. УПРАВЛЯЕМАЯ МУФТА ДЛЯ СОЕДИНЕНИЯ ВАЛОВ ДВУХ ДВИГАТЕЛЕЙ ВНУТРЕННЕГО СГОРАНИЯ, содержаща  наружную полумуфту с расположенными на ее внутренней поверхности по окружности углублени ми, концентрично смонтированную в ней внутреннюю полумуфту с радиальными отверсти ми , расположенными против углублений нарзпкной полумуфты, расположенные в отверсти х с возможностью перемещение шарики и механизм включени , выполненный в виде подвижного По оси штока .с нажимным элементом , контактирующим с шариками, отличающа с  тем, что, с целью повышени  надежности путем безударного включени  полумзгфт и уменьшени  габаритов, она снабжена механизмом выравнивани  скоростей полумуфт, выполненным в виде приводных прижимных элементов, размещенных с возможностью радиального перемещени  в выполненных во внутренней полумуфте радиально расположенных каналах, внутренн   поверхность наружной полумуфты, обращенна  к прижимным элементам, выполнена криволинейной формы, внутренн   полумуфта выполнена с каналом, а пр-ивод перемещени  прижимных элементов расположен в нем. 2.Управл ема  муфта по п. 1, о тлич ающа  с   тем, что наружна  полумуфта вьшолнена с цилиндрической внешней опорной поверхностью . 3.Управл ема  муфта по п. 1, (У) отличающа  с  тем, что она снабжена опорой скольжени , расположенной между наружной и внутренней полумуфтами. 4.Управл ема  муфта по п. 1, . отличающа с  тем, что радиально расположенные каналы вьтолнены в виде цилиндров, соединенных 4 OQ СП с гидравлическими каналами, а расположенные в цилиндрах прижимные элементы - в виде порщней. 5.Управл ема  муфта по п. 1, отличающа с  тем, что гидравлические каналы вьшолиены в подвижном на оси штоке. 6.Управл ема  муфта по п. 1, отличающа с  тем, что она снабжена обратным клапаном, расположенным в гидравлических каналах штока. 1. Control shaft coupling TWO internal combustion engines, comprising an outer coupling half with located on its inner surface a circumferential recesses concentrically mounted therein an inner coupling half ...

External combustion engine based on gamma-type stirling engine, drive system and method of engine power regulation

FIELD: engines. SUBSTANCE: group of inventions refers to external combustion engines based on the gamma-type Stirling engine. Core of the inventions is in fact that the gamma-type Stirling engine includes a sequentially operating drive mechanism for working pistons and displacers and provides an almost ideal sequence of operations. Engine is supplemented with a regulator of the working medium flow and a partition separating an operating heater of the working medium from the rest of the engine during the high-pressure action stage. In the flow regulator the working medium passes through one or more successive stages with displacers/working cylinders prior to heating. Control system directs the working medium from the inlet to the first displacer, then to the first working cylinder, and after increasing the volume either to the heating or to the next displacer. Cooled working medium, after all, is sent back to the heater, which operates as per the countercurrent principle. EFFECT: technical result is an increase in the efficiency of the engine regulation. 7 cl, 9 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 649 523 C2 (51) МПК F02G 1/05 (2006.01) F02G 1/043 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02G 1/05 (2018.02); F02G 1/043 (2018.02) (21)(22) Заявка: 2016118605, 03.12.2014 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): ЛАЙТИНЕН Сэппо (FI) Дата регистрации: 03.04.2018 R U 03.12.2014 (72) Автор(ы): ЛАЙТИНЕН Сэппо (FI) (56) Список документов, цитированных в отчете о поиске: WO2009152419 A1 17.12.2009. US4395880 A 02.08.1983. SU653419 A1 25.03.1979. RU2109156 C1 20.04.1998. 17.02.2014 FI 20140044 (43) Дата публикации заявки: 20.03.2018 Бюл. № 8 (45) Опубликовано: 03.04.2018 Бюл. № 10 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 19.09.2016 2 6 4 9 5 2 3 Приоритет(ы): (30) Конвенционный приоритет: FI 2014/000036 (03.12.2014) C 2 C 2 (86) Заявка PCT: (87) ...

Engine with pilot ignition of homogeneous charge and opposite pistons

FIELD: engines and pumps. SUBSTANCE: two-stroke engine with opposite pistons and compression engine comprises device intended for injecting main charge of liquid fuel into central bore of the cylinder between opposite pistons at the compression stroke start for fuel to get vaporised and mixed with air during rest of the compression stroke till stoichiometric components of the fuel correspond to self-ignition conditions. There is additional device for next injection of pilot injection of liquid fuel into compressed air-fuel mix in compression stroke. Said pilot charge provides said stoichiometric component which self-ignites to initiate ignition of air-fuel mix. EFFECT: high efficiency of engine operation in wide range of loads. 37 cl, 11 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 395 700 (13) C2 (51) МПК F02B 75/28 (2006.01) F02B 75/02 (2006.01) F02B 7/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21), (22) Заявка: 2007135829/06, 30.03.2006 (24) Дата начала отсчета срока действия патента: 30.03.2006 (73) Патентообладатель(и): Эчейтс Пауэр, Инк. (US) R U (30) Конвенционный приоритет: 31.03.2005 US 11/095,250 (72) Автор(ы): ЛЕМКЕ Джеймс Ю. (US) (43) Дата публикации заявки: 10.05.2009 2 3 9 5 7 0 0 (45) Опубликовано: 27.07.2010 Бюл. № 21 (56) Список документов, цитированных в отчете о поиске: FR 2571096 А, 04.04.1986. GB 527873 А, 17.10.1940. SU 1753756 А1, 10.04.1995. RU 2175396 С1, 27.10.2001. SU 861677 А, 07.09.1981. 2 3 9 5 7 0 0 R U (86) Заявка PCT: US 2006/011886 (30.03.2006) C 2 C 2 (85) Дата перевода заявки PCT на национальную фазу: 31.10.2007 (87) Публикация PCT: WO 2006/105390 (05.10.2006) Адрес для переписки: 191036, Санкт-Петербург, а/я 24, "НЕВИНПАТ", пат.пов. А.В.Поликарпову (54) ДВИГАТЕЛЬ С ПИЛОТНЫМ ВОСПЛАМЕНЕНИЕМ ГОМОГЕННОГО ЗАРЯДА И ОППОЗИТНЫМИ ПОРШНЯМИ (57) Реферат: Изобретение относится к области двигателестроения, а именно к двигателям с самовоспламенением смеси. ...

INTERNAL COMBUSTION ENGINE

А 2016106569 ко РОССИЙСКАЯ ФЕДЕРАЦИЯ ха вое ее т ВУ ^° 2016 105 569 А (51) МПК ЕВ 7/14 (2006.01) ЕО2В 75/28 (2006.01) ЕО2В 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2016106569, 24.02.2016 (71) Заявитель(и): Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Казанский Приоритет(ы): (22) Дата подачи заявки: 24.02.2016 (43) Дата публикации заявки: 29.08.2017 Бюл. № 25 национальный исследовательский технический университет им. А.Н. Адрес для переписки: Туполева-КАИ" (ВО) 420111, г. Казань, ул. К. Маркса, 10, ФГБОУ ВПО "Казанский национальный (72) Автор(ы): исследовательский технический университет Маханько Андрей Анатольевич (КО), им. А.Н.Туполева. КАИ" (КНИТУ-КАИ), отдел Маханько Анатолий Васильевич (КО), интеллектуальной собственности и Соколова Галина Павловна (КО) информационно-патентного обслуживания (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ (57) Формула изобретения 1. Двигатель внутреннего сгорания, состоящий из секций, каждая из которых содержит цилиндр с впускным и выпускным окнами и размещенные в нем, образующие единую камеру сгорания, поршни, отличающийся тем, что каждая секция содержит планетарный механизм внешнего зацепления, зубчатые колеса которого связывают выходные валы с поршнями посредством кривошипов, водил и шатунов, а разные углы начальной установки кривошипов и водил, задающих движение поршней по траекториям, обеспечивающим четырехтактный рабочий цикл, при этом, не требуя газораспределительного механизма и изменения назначения впускных и выпускных ОКОН. 2. Двигатель внутреннего сгорания по п. 1, отличающийся тем, что траектории движения поршней описываются суммой синусоидальных функций, имеющих кратные частоты «и 2 ®: Хх@=Х,+А-ящонто, + А, забот +Ф.) где Хо1, Хо2 - смещение траекторий относительно нейтрального положения (для правого поршня - положительное, а для левого поршня - отрицательное), Ат, А) - амплитуды первой и второй ...

Internal combustion engines

본 발명은 2개의 대향식 피스톤을 수용하고 하나 이상의 배기 포트 및 하나 이상의 흡기 포트를 각각 갖는 2개의 대향식 실린더와, 비대칭적으로 배열된 저널과 피스톤으로부터 저널을 구동시키는 스카치-요크 기구를 갖는 크랭크샤프트를 포함하는 2-행정 내연 기관을 제공한다. 각각의 실린더 내의 피스톤은 실린더의 흡기 포트보다 먼저 실린더의 배기 포트를 개방하도록 그리고 실린더의 흡기 포트보다 먼저 실린더의 배기 포트를 폐쇄하도록 작동한다. The present invention relates to an engine comprising two opposing cylinders each having two opposite pistons and having at least one exhaust port and at least one intake port, respectively, and a crankshaft having a asymmetrically arranged journals and a scotch-yoke mechanism for driving the journals from the pistons Stroke internal combustion engine including a shaft. The pistons in each cylinder operate to open the exhaust port of the cylinder before the intake port of the cylinder and to close the exhaust port of the cylinder before the intake port of the cylinder.

Internal combustion engine

FIELD: engine devices and pumps. SUBSTANCE: engine consists of sections each of which contains: a cylinder 1, which walls have ports cut therein to intake fuel-air mix or air 2 and release exhaust gases 3. There are opposite pistons 4 and 5 inside the cylinder that form a single combustion chamber producing movements which provide the intake of the fuel-air mix, its compression, working stroke and release of combustion products that constitute a four-stroke working cycle. The movement of the pistons along a given path is provided by a traverse mechanism. EFFECT: increase engine speed and its power respectively. 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 632 356 C2 (51) МПК F01B 7/12 (2006.01) F02B 75/28 (2006.01) F02B 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2016106568, 24.02.2016 (24) Дата начала отсчета срока действия патента: 24.02.2016 Дата регистрации: Приоритет(ы): (22) Дата подачи заявки: 24.02.2016 (43) Дата публикации заявки: 29.08.2017 Бюл. № 25 2 6 3 2 3 5 6 R U (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ (57) Реферат: Изобретение относится к двигателям внутреннего сгорания. Сущность изобретения: двигатель состоит из секций, каждая из которых содержит: цилиндр 1, в стенках которого прорезаны окна для впуска топливовоздушной смеси или воздуха 2 и выпуска отработанных газов 3. Внутри цилиндра расположены оппозитные поршни 4 и 5, образующие единую камеру сгорания, совершающие движения, Стр.: 1 2009347 C1, 15.03.1994. US 6318309 B1, 20.11.2001. US 20120037130 A1, 16.02.2012. CH 188694 A, 15.01.1937. обеспечивающие впуск топливовоздушной смеси, ее сжатие, рабочий ход и выпуск продуктов горения, составляющих четырехтактный рабочий цикл. Движение поршней по заданной траектории обеспечивается траверсным механизмом. Техническим результатом является увеличение скорости вращения двигателя и соответственно повышение его мощности. 2 ил. C 2 C 2 Адрес для переписки: 420111, г. Казань, ул. К. ...

Dual fuel configuration for opposed piston engine with shaped combustion chamber

被装备用于多燃料操作的压缩点火的对置活塞发动机包括至少一个汽缸；一对活塞，其可滑动地设置在汽缸中以用于在各自的下止点位置和上止点位置之间的相反移动；以及靠近汽缸的相应端部的间隔开的进气端口和排气端口。活塞包括端面，其经构造当活塞在发动机的压缩冲程期间靠近上止点位置时形成成形的燃烧室。至少一个气体燃料喷射器通过进气端口和排气端口之间的汽缸中的喷射器位置与汽缸孔连通。至少一个液体燃料喷射器通过汽缸中的喷射器位置与孔连通。耦接到至少一个气体燃料喷射器且耦接到至少一个液体燃料喷射器的燃料喷射系统可操作以当活塞处于下止点位置和上止点位置之间时，使得至少一个气体燃料喷射器喷射气体燃料的主充量，以及使得至少一个液体燃料喷射器喷射液体燃料的导引充量。

External heating type pump-free self-compression organic Rankine cycle system

一种外加热式无泵自压缩有机朗肯循环系统，属于中低品位能源利用领域。非等径圆柱型气缸中，安装有主活塞和辅助活塞。主活塞和辅助活塞均在各自的上止点和下止点之间往复运动，辅助活塞为非等径T型结构，其小径和气缸小径配合，主活塞通过连接把往复运动变为旋转运动。气缸底部小径空间为吸入室，分别经单向阀片与蒸发器进口、冷凝器出口相连；主活塞和辅助活塞之间为工作容积，分别经阀门连接冷凝器进口、蒸发器出口。辅助活塞凹槽与气缸之间为辅助活塞空隙，内安装弹簧，通过管道与冷凝器进口连接。系统内充满有机工作介质。通过主活塞和辅助活塞运动实现工质在气缸内压缩、吸热和膨胀做功，乏气进入冷凝器冷凝并重新循环。

Internal combustion engine

FIELD: engine devices and pumps. SUBSTANCE: engine consists of sections each of which contains: a cylinder 1, which walls have ports cut therein to intake fuel-air mix or air 2 and release exhaust gases 3. There are opposite pistons 4 and 5 inside the cylinder that form a single combustion chamber producing movements which provide the intake of the fuel-air mix, its compression, working stroke and release of combustion products that constitute a four-stroke working cycle. The movement of the pistons along a given path is provided by a planetary mechanism of external engagement. EFFECT: increase engine speed and its power respectively. 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 632 357 C2 (51) МПК F01B 7/14 (2006.01) F02B 75/28 (2006.01) F02B 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2016106569, 24.02.2016 (24) Дата начала отсчета срока действия патента: 24.02.2016 Дата регистрации: Приоритет(ы): (22) Дата подачи заявки: 24.02.2016 (43) Дата публикации заявки: 29.08.2017 Бюл. № 25 2 6 3 2 3 5 7 R U (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ (57) Реферат: Изобретение относится к двигателям внутреннего сгорания. Сущность изобретения: двигатель состоит из секций, каждая из которых содержит: цилиндр 1, в стенках которого прорезаны окна для впуска топливовоздушной смеси или воздуха 2 и выпуска отработанных газов 3. Внутри цилиндра расположены оппозитные поршни 4 и 5, образующие единую камеру сгорания, совершающие движения, Стр.: 1 (56) Список документов, цитированных в отчете о поиске: RU 2009347 C1, 15.03.1994. RU 2539230 C1, 20.01.2015. RU 2146011 C1, 27.02.2000. US 4380972 A1, 26.04.1983. WO 2009100759 A1, 20.08.2009. обеспечивающие впуск топливовоздушной смеси, ее сжатие, рабочий ход и выпуск продуктов горения, составляющих четырехтактный рабочий цикл. Движение поршней по заданной траектории обеспечивается планетарным механизмом внешнего зацепления. Техническим результатом является увеличение ...

Two-stroke piston internal combustion engine and method of operation thereof

FIELD: machine building. SUBSTANCE: invention relates to propulsion engineering, particularly, to internal combustion engines (ICE). Two-stroke internal combustion engine with opposite pistons 1 and 2 for conversion of pistons movement into rotation of crankshaft 10 uses mechanism with 2 (two) degrees of freedom, in which rockers 5 and 6 have no fixed centers of swinging, since are installed on two-movable hinges 7 and 8. Method of operation of two-stroke internal combustion engine, in which during combustion there are self-oscillations of pistons, which generate additional flows of kinetic energy, circulating in movable links of piston movement conversion mechanism. EFFECT: technical result consists in improvement of fuel efficiency, reduction of rigidity of operation. 4 cl, 11 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 729 562 C1 (51) МПК F01B 7/12 (2006.01) F02B 75/28 (2006.01) F02B 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F01B 7/12 (2020.02); F02B 75/28 (2020.02); F02B 75/32 (2020.02) (21)(22) Заявка: 2019125930, 15.08.2019 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Кореневский Геннадий Витальевич (RU) Дата регистрации: 07.08.2020 Приоритет(ы): (22) Дата подачи заявки: 15.08.2019 (45) Опубликовано: 07.08.2020 Бюл. № 22 2 7 2 9 5 6 2 R U (54) Двухтактный поршневой двигатель внутреннего сгорания и способ его работы (57) Реферат: Изобретение относится к двигателестроению, Способ работы двухтактного двигателя в частности к двигателям внутреннего сгорания внутреннего сгорания, при котором в процессе (ДВС). Двухтактный двигатель внутреннего сгорания возникают автоколебания поршней, сгорания с противоположно движущимися которые генерируют дополнительные потоки поршнями 1 и 2 для преобразования движения кинетической энергии, циркулирующие в поршней во вращение коленчатого вала 10 подвижных звеньях механизма преобразования использует механизм с 2-мя (двумя) ...

Multistage compressor

An external combustion engine based on a gamma-type Stirling engine, a drive system and a method for controlling engine power

РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2016 118 605 A (51) МПК F02G 1/05 (2006.01) F02G 1/043 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2016118605, 03.12.2014 (71) Заявитель(и): ЛАЙТИНЕН Сэппо (FI) Приоритет(ы): (30) Конвенционный приоритет: (72) Автор(ы): ЛАЙТИНЕН Сэппо (FI) 17.02.2014 FI 20140044 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 19.09.2016 R U (43) Дата публикации заявки: 20.03.2018 Бюл. № 08 (86) Заявка PCT: (87) Публикация заявки PCT: WO 2015/121528 (20.08.2015) R U (54) Двигатель внешнего сгорания на основе двигателя Стирлинга гамма-типа, система привода и способ регулирования мощности двигателя (57) Формула изобретения 1. Двигатель, реализованный на основе усовершенствованного двигателя Стирлинга гамма-типа и включающего дополнительный регулятор потока рабочего тела, каналы в вытеснителях и отверстия в стенках цилиндра, последовательный поршневой привод, отличающийся тем, что он использует каналы в поршне или поршнях, которые совместно с отверстием или отверстиями в стенках цилиндра пропускают/блокируют поток рабочего тела, а также тем, что группы вытеснителя и рабочего поршня приводятся в движения поочередно, так что пока одна из групп движется с полной скоростью, вторая находится в состоянии покоя на конечной позиции хода поршня. 2. Система привода с последовательно работающими поршнями, включающая в себя рамы привода с направляющими; маховики и вращающиеся элементы с профилированными поверхностями, соединенные с основным валом; вытеснитель, вращение вращающегося элемента которого на одну четверть полного цикла последовательностей опережает вращение вращающегося элемента рабочего поршня, отличающаяся тем, что форма профилированных поверхностей является сочетанием основных секций, синхронизированных с углом поворота основного вала и обеспечивающих, совместно с контактирующими маховиками и вспомогательными элементами, возвратно-поступательный, однонаправленный ход с ...

Transmission between a reciprocating rod and a cranked shaft

Two stroke steam-to-vacuum engine

2 행정 증기-진공 엔진은 복수의 실린더(500, 502)를 포함하고, 각각의 실린더는 피스톤(504, 510), 피스톤 로드(506, 512) 및 증기 챔버(508, 514)를 구비하고 있다. 피스톤 로드는 각각의 피스톤이 팽창 위치 및 수축 위치 사이에서 왕복하여 이동할 수 있도록 하기 위하여 동시 이동하도록 연결되어 있다. 대기압보다 3 내지 5 p.s.i 높은 압력에서 증기 챔버(508, 514) 내부로 증기를 들어가게 하는 것은 증기 밸브(522, 524)에 의해 제어되고, 증기 챔버를 진공부로 노출시키는 것은 진공 밸브(548, 550)에 의해 제어된다. 증기는 보일러(520), 태양 동력 원 또는 특선한 다른 연료를 통하여 증기 챔버(24, 38)에 공급된다. 응축물을 제거한 후에 응축물 수집기 탱크(560)에 진공부를 공급하기 위하여, 보조 진공 탱크(572)가 주 진공 탱크(554)로부터 차단될 수 있다. 실린더(500, 502)로부터의 동력에 의해 구동되는 보조 진공 펌프(614, 616)는, 주 진공 펌프(570)가 주 진공 탱크(554)를 유지하도록 한 채로, 보조 진공 탱크(572)에서 진공부를 공급한다. 증기-진공 엔진, 진공 탱크, 진공 펌프, 증기 챔버, 공기 챔버, 응축물 수집기 The two-stroke steam-vacuum engine includes a plurality of cylinders 500, 502, each cylinder having pistons 504, 510, piston rods 506, 512, and steam chambers 508, 514. The piston rods are connected to move simultaneously so that each piston can move back and forth between the inflation position and the retraction position. The entry of steam into the vapor chambers 508, 514 at a pressure of 3 to 5 psi above atmospheric pressure is controlled by the steam valves 522, 524, and the exposure of the vapor chamber to the vacuum portion results in vacuum valves 548, 550. Is controlled by Steam is supplied to the steam chambers 24, 38 via a boiler 520, solar power source or other special fuel. The auxiliary vacuum tank 572 can be shut off from the main vacuum tank 554 to supply the vacuum to the condensate collector tank 560 after removing the condensate. The auxiliary vacuum pumps 614, 616 driven by the power from the cylinders 500, 502 are driven in the auxiliary vacuum tank 572 with the main vacuum pump 570 holding the main vacuum tank 554. Provide study Steam-vacuum engines, vacuum tanks, vacuum pumps, steam chambers, air chambers, condensate collectors

Methods and apparatus for operating an internal combustion engine

A piston ring assembly for an internal combustion engine is provided. The piston ring assembly includes a plurality of seal rings, i.e., a first seal ring and a second seal ring. The seal rings are positioned on at least a portion of a piston crown periphery axially and radially adjacent to each other within the internal combustion engine and at least a portion of the first seal ring at least partially extends over at least a portion of the second seal ring.

Internal combustion engine

Двигатель (10) внутреннего сгорания содержит, по меньшей мере, два цилиндра (11, 1') с параллельными продольными осями, каждый цилиндр снабжен отверстием и поршнем (12, 12'), выполненным с возможностью поступательного перемещения внутри указанного цилиндра, указанные соответствующие отверстия указанных цилиндров обращены друг к другу, указанные поршни имеют кинематическую связь с шатунно-кривошипным механизмом, содержащим: разделитель (13), соединяющий указанные поршни и способный поддерживать постоянный интервал между указанными поршнями, указанные поршни прикреплены к соответствующим плечам (131, 131') указанного разделителя; коленчатый вал (20), выполненный с возможностью вращения вокруг оси, находящейся между отверстиями цилиндров и между продольными осями указанных цилиндров, указанный коленчатый вал имеет шатунную шейку (21); коромысло (40), выполненное с возможностью вращения вокруг шатунной шейки; по меньшей мере, один шатун (30), имеющий первый конец, называемый «малым концом» (31), прикрепленный к разделителю, и второй конец, называемый «большим концом» (32), прикрепленный к одному из концов коромысла. 7 з.п. ф-лы, 8 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 733 157 C1 (51) МПК F01B 1/08 (2006.01) F01B 7/16 (2006.01) F01B 9/02 (2006.01) F02B 75/18 (2006.01) F02B 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F01B 1/08 (2020.02); F01B 7/16 (2020.02); F01B 9/02 (2020.02); F02B 75/18 (2020.02); F02B 75/32 (2020.02) (21)(22) Заявка: 2019137580, 23.05.2017 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): ПОН Жан Эжен (FR) Дата регистрации: 29.09.2020 Приоритет(ы): (22) Дата подачи заявки: 23.05.2017 (45) Опубликовано: 29.09.2020 Бюл. № 28 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 23.12.2019 (86) Заявка PCT: FR 2017/051267 (23.05.2017) 2 7 3 3 1 5 7 (56) Список документов, цитированных в отчете о поиске: RU 2019721 C1, 15.09.1994. RU ...

INTERNAL COMBUSTION ENGINE

А 2016106570 ко РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) РЦ (11) = (51) МПК БВ 74 (2006.01) ЕО2В 75/28 (2006.01) ЕО2В 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2016106570, 24.02.2016 (71) Заявитель(и): Федеральное государственное бюджетное образовательное учреждение высшего образования "Казанский национальный (43) Дата публикации заявки: 29.08.2017 Бюл. № 25 исследовательский технический университет им. А.Н. Туполева-КАИ" (ВО) Приоритет(ы): (22) Дата подачи заявки: 24.02.2016 Адрес для переписки: 420111, г. Казань, ул. К. Маркса, 10, ФГБОУ ВО | (72) Автор(ы): "Казанский национальный исследовательский Маханько Андрей Анатольевич (КО), технический университет им. А.Н. Туполева- Маханько Анатолий Васильевич (ВО), КАИ" (КНИТУ-КАИ), отдел интеллектуальной Соколова Галина Павловна (КО) собственности и информационно-патентного обслуживания (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ (57) Формула изобретения 1. Двигатель внутреннего сгорания, состоящий из секций, каждая из которых содержит цилиндр с впускным и выпускным окнами и размещенные в нем, образующие единую камеру сгорания, поршни, отличающийся тем, что каждая секция содержит планетарный механизм внутреннего зацепления, зубчатые колеса которого связывают выходные валы с поршнями посредством кривошипов, водил и шатунов, а разные углы начальной установки кривошипов и водил, задающих движение поршней по траекториям, обеспечивающим четырехтактный рабочий цикл, при этом, не требуя газораспределительного механизма и изменения назначения впускных и выпускных ОКОН. 2. Двигатель внутреннего сгорания по п. 1, отличающийся тем, что траектории движения поршней описываются суммой синусоидальных функций, имеющих кратные частоты «и 20: Хх (+)= Хи +4 зт(@.+ф,)+ А, :51(2-#+Ф) Хх, (= Ху+А (о +Ф;)+ и, -31 (21+, ) где Хо1, Хдо> - смещение траекторий относительно нейтрального положения (для правого поршня - положительное, а для левого поршня - отрицательное), Ау, А? - амплитуды первой и ...

Two-stroke reciprocating internal combustion engine

FIELD: engine building.SUBSTANCE: invention relates to the engine building. Two-stroke piston internal combustion engine includes a cylinder block equipped with purging (12) and outlet (11) openings. Pistons (7, 8) move in said cylinders in opposite directions, each of which controls blowing and discharge respectively. Mechanism with two degrees of freedom for conversion of back-and-forth movement of pistons (7, 8) into rotary motion of crankshaft by means of one common connecting rod (2) and articulated via rod (5, 6) with each of pistons (7, 8) of two rockers (3, 4), swinging on two-movable hinges (9, 10). Centers of rotation of two-movable hinges (9, 10) have the possibility of controlled displacement to change degree of compression and degree of expansion.EFFECT: technical result consists in improvement of fuel efficiency and improvement of weight and size parameters.7 cl, 12 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 739 104 C1 (51) МПК F02B 75/28 (2006.01) F02B 75/32 (2006.01) F16J 1/14 (2006.01) F01B 7/12 (2006.01) F02B 25/08 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02B 75/28 (2020.08); F02B 75/32 (2020.08); F16J 1/14 (2020.08); F01B 7/12 (2020.08); F02B 25/08 (2020.08) (21)(22) Заявка: 2020126318, 04.08.2020 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Кореневский Геннадий Витальевич (RU) Дата регистрации: 21.12.2020 Приоритет(ы): (22) Дата подачи заявки: 04.08.2020 (45) Опубликовано: 21.12.2020 Бюл. № 36 2 7 3 9 1 0 4 R U (54) Двухтактный поршневой двигатель внутреннего сгорания (57) Реферат: Изобретение относится к двигателестроению. посредством одного общего шатуна (2) и Двухтактный поршневой двигатель внутреннего шарнирно связанных через шток (5, 6) с каждым сгорания содержит блок цилиндров, снабженный из поршней (7, 8) двух коромысел (3, 4), продувочными (12) и выпускными (11) окнами. качающихся на двухподвижных шарнирах (9, 10). Поршни (7, 8) движутся в ...

Multicylinder positive-displacement piston machine

1. МНОГОЦИЛИНДРОВАЯ ПОРШНЕВАЯ МАШИНА ОБЪЕМНОГО ДЕЙСТВИЯ, в. частности двигатель внутреннего сгорани , содержащий четырехцилиндровый блок с расположенными в одной плоскости ос ми цилиндров, установленные в цилиндрах поршни, попарно соосно расположенные и св занные между собой штоками, главный вал, расположенный перпендикул рно плоскости осей цилиндров блока, двуплечий рычаг, ось качани  которого совпадает с осью главного вала, а концы плеч соединены со штоками поршней, кинематически св занный с главным валом кривошипно-шатунный механизм, шатун которого шарнирно сочленен с одним из плеч рычага, и устройство дл  уравновешивани , св занное с другим плечом рычага так, что общий центр т жести всех движущихс  частей расположен на оси главного вала, отличающа с  тем, что, с целью повьщ1ени  надежности путем обеспечени  посто нной смазки оси рычага, рычаг установлен непосредственно на главном валу, а.кинематическа  св зь главного вала с кривошипно-шатунным механизмом выполнена посто нной 6 виде зубчатой передачи между главным валом и валом кривощипно-шатунного механизма. 2.Машина по п. 1, о т л и- ч а ющ а   с   тем, что .шарнирное сочленение размещено на плече рычага ближе к оси качани ,чем к месту соединени  рычага сотптоком. 3.Машина по п. 1, отличаюi ща с  тем, что она выполнена по меньшей мере с двум  четырехцилиндро (Л выми блоками, оси цилиндров которых расположены в параллельных плоскост х , а главные валы расположены соосно и снабжены произвольно управл емой муфтой, установленной с возможностью разъединени  валов и выполнен ной в виде жестко соединенной с концом одного из главных валов наружной о части с цилиндрической внутренней полостью и с цилиндрической наружной :о со поверхностью, образующей опорную поверхность подшипника, жестко установленного в помещении, общем дл  обоих блоков, и внутренней части, закрепленной на конце другого главного вала и размещенной в цилиндрической внутренней полости наружной части с образованием между ними подшипника скольжени . 1. ...

Stirling cycle machine and driving mechanism for same

本发明公开了斯特林循环机器和用于机器的驱动机构。用于机器的驱动机构包括：振荡杆，其容纳在机器的曲柄轴箱中，曲柄轴箱包含润滑流体；至少一个汽缸，其容纳在机器的工作空间中；回热器，其连接到汽缸且容纳在工作空间中；至少一个活塞，其容纳于汽缸内；至少一个联接组件，其近端连接到活塞且远端连接到振荡杆，由此活塞的线性运动被转换成振荡杆的振荡运动；联接组件还包括：活塞杆；联杆，活塞杆和联杆通过联接装置联接到一起，联接装置被构造成使活塞杆发生的、相对于联杆的任何角度偏差最小化；和密封件，其以可密封方式连接到活塞杆，密封件是滚动膜片，且密封件使曲柄轴箱相对于工作空间密封，以防止润滑流体进入工作空间。

Two-stroke piston internal combustion engine and method of operation thereof

FIELD: machine building. SUBSTANCE: invention relates to propulsion engineering, particularly, to internal combustion engines (ICE). Two-stroke internal combustion engine with opposite pistons 7 and 8 for conversion of pistons movement into rotation of crankshaft 1 uses mechanism with 2 (two) degrees of freedom, in which rockers 3 and 4 have no fixed centers of swinging, since are installed on two-movable hinges 9 and 10. Method of operation of two-stroke internal combustion engine, in which during combustion there are self-oscillations of pistons, which generate additional flows of kinetic energy, circulating in movable links of piston movement conversion mechanism. EFFECT: technical result consists in improvement of fuel efficiency, reduction of rigidity of operation. 4 cl, 11 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 729 562 C9 (51) МПК F01B 7/12 (2006.01) F02B 75/28 (2006.01) F02B 75/32 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) СКОРРЕКТИРОВАННОЕ ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ Примечание: библиография отражает состояние при переиздании (52) СПК F01B 7/12 (2020.02); F02B 75/28 (2020.02); F02B 75/32 (2020.02) (21)(22) Заявка: 2019125930, 15.08.2019 15.08.2019 (73) Патентообладатель(и): Кореневский Геннадий Витальевич (RU) Приоритет(ы): (22) Дата подачи заявки: 15.08.2019 (45) Опубликовано: 07.08.2020 (15) Информация о коррекции: Версия коррекции №1 (W1 C1) (48) Коррекция опубликована: 01.09.2020 Бюл. № 25 2 7 2 9 5 6 2 R U (54) Двухтактный поршневой двигатель внутреннего сгорания и способ его работы (57) Реферат: Изобретение относится к двигателестроению, 10. Способ работы двухтактного двигателя в частности к двигателям внутреннего сгорания внутреннего сгорания, при котором в процессе (ДВС). Двухтактный двигатель внутреннего сгорания возникают автоколебания поршней, сгорания с противоположно движущимися которые генерируют дополнительные потоки поршнями 7 и 8 для преобразования движения кинетической энергии, циркулирующие в поршней во ...

Crank rod-free piston engine

FIELD: engines and pumps. SUBSTANCE: invention relates to internal combustion engines, particularly, to crank rod-free piston engines. Crank rod-free piston engine includes housing with inline and/or opposite arranged cylinders, pistons with rods and reciprocal motion into rotating motion conversion mechanism in form of toggle mounted flywheel, coupling link connected with toggle by means of slide block, pistons rods associated with coupling links, wherein engine is equipped with additional group of pistons with crank, connected with first set of pistons by means of toggle mounted toothed gearing, wherein reciprocal motion into rotating motion conversion mechanisms toggles are mounted symmetrically, pistons groups gudgeons using slide blocks contact with coupling links is made at equal distance from slides. EFFECT: technical result is providing uniform load on coupling link, prevention of vibration and increased wear. 1 cl, 3 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 610 856 C2 (51) МПК F02B 75/32 (2006.01) F01B 7/16 (2006.01) F01B 9/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ФОРМУЛА (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ 2015118093, 14.05.2015 (24) Дата начала отсчета срока действия патента: 14.05.2015 (72) Автор(ы): Андреев Юрий Александрович (RU), Ступин Алексей Алексеевич (RU) 16.02.2017 Приоритет(ы): (22) Дата подачи заявки: 14.05.2015 (56) Список документов, цитированных в отчете о поиске: RU 2122638 C1, 27.11.1998. RU (43) Дата публикации заявки: 10.12.2016 Бюл. № 34 Адрес для переписки: 656065, Алтайский край, г. Барнаул, ул. Рубиновая, 76, Андреев Юрий Александрович 2 6 1 0 8 5 6 R U (57) Формула изобретения 1. Бесшатунный поршневой двигатель, включающий корпус с расположенными рядно и/или оппозитно цилиндрами, поршни со штоками и механизм преобразования возвратно-поступательного движения во вращательное, выполненный в виде маховика, смонтированного на кривошипе, кулисы, соединенной посредством кулисного ...

Opposed piston, compression ignition engine with single-side mounted crankshafts and crossheads

In an opposed piston, compression ignition engine two crankshafts are single-side mounted with respect to a row of cylinders, which is to say that the crankshafts are mounted so that their axes of rotation lie in a plane that is spaced apart from and parallel to a plane in which the axes of the cylinders lie. Each piston of the engine is coupled to one of the crankshafts by a single linkage guided by a crosshead. The piston has a piston rod affixed at one end to the piston. The other end of the piston rod is affixed to the crosshead pin. One end of a connecting rod swings on the pin and the other end is coupled to a throw on a crankshaft. Each crosshead is constrained to reciprocate between fixed guides, in alignment with the piston rod to which it is coupled.

Opposed piston, compression ignition engine with single-side mounted crankshafts and crossheads

In an opposed piston, compression ignition engine two crankshafts are single-side mounted with respect to a row of cylinders, which is to say that the crankshafts are mounted so that their axes of rotation lie in a plane that is spaced apart from and parallel to a plane in which the axes of the cylinders lie. Each piston of the engine is coupled to one of the crankshafts by a single linkage guided by a crosshead. The piston has a piston rod affixed at one end to the piston. The other end of the piston rod is affixed to the crosshead pin. One end of a connecting rod swings on the pin and the other end is coupled to a throw on a crankshaft. Each crosshead is constrained to reciprocate between fixed guides, in alignment with the piston rod to which it is coupled.

Internal combustion engine having opposed pistons.

Un moteur à combustion interne à pistons opposés comprend un arbre de sortie (6), au moins un cylindre (3), au moins une paire de pistons composée d'un premier et d'un second piston opposés (1, 2) glissant dans ledit cylindre (3), une première came (8) reliée à l'arbre de sortie (6) et un premier ensemble suiveur de came (20, 21) reliant le premier piston (1) à la première came (18), une seconde came (19) reliée à l'arbre de sortie (6) et un second ensemble suiveur de came (22, 23) reliant le second piston (2) à la seconde came (19), une soupape d'admission comprenant un tiroir de distribution obtenu par le mouvement du premier piston (1) couvrant et découvrant un orifice d'admission (5) situé dans la paroi du cylindre (3) à une première extrémité du cylindre (3), et une soupape d'échappement comprenant un tiroir de distribution obtenu par le mouvement du second piston (2) couvrant et découvrant un orifice d'échappement (4) situé dans la paroi du cylindre (4) à une seconde extrémité opposée du cylindre (3), la première et la seconde came (18, 19) coopérant pour fournir un cycle de mouvements relatifs entre les pistons (1, 2) et d'actionnements des soupapes provoquant cinq cycles (i) d'admission, (ii) de compression (iii) de détente, (iv) d'échappement, et (v) de retour, pendant lesquels les pistons opposés (1, 2) se déplacent vers la même extrémité du cylindre (3). An opposing piston internal combustion engine comprises an output shaft (6), at least one cylinder (3), at least one pair of pistons composed of an opposing first and second piston (1, 2) sliding in said cylinder (3), a first cam (8) connected to the output shaft (6) and a first cam follower assembly (20, 21) connecting the first piston (1) to the first cam (18), a second cam (19) connected to the output shaft (6) and a second cam follower assembly (22, 23) connecting the second piston (2) to the second cam (19), an inlet valve comprising a spool distribution ...

Methods and apparatus for operating an internal combustion engine

A piston ring assembly for an internal combustion engine is provided. The piston ring assembly includes a plurality of seal rings, i.e., a first seal ring and a second seal ring. The seal rings are positioned on at least a portion of a piston crown periphery axially and radially adjacent to each other within the internal combustion engine and at least a portion of the first seal ring at least partially extends over at least a portion of the second seal ring.

Engine having axiallyy opposed cylinders

This invention relates to an engine (5) having axially opposed cylinders (C). The engine (5) has a first cylinder (C) having a first cylinder opening and a first cylinder head (H), a first piston (10) that reciprocates in the first cylinder opening, a second cylinder (C) having a second cylinder opening and a second cylinder head (H), and a second piston (30) that reciprocates in the second cylinder opening. The first cylinder opening and the second cylinder opening are in facing relationship such that the first cylinder and the second cylinder are axially opposed. The first piston (10) and the second piston (30) are connected such that the first piston (10) moves toward the first cylinder head (H) when the second piston (30) moves away from the second cylinder head (H) and such that the first piston (10) moves away from the first cylinder head (H) when the second piston (30) moves toward from the second cylinder head (H).

Compact ported cylinder construction for an opposed-piston engine

A compact construction for an opposed-piston engine includes a cylinder liner with longitudinally-spaced exhaust and intake ports in which the exhaust port has inner and outer edges presenting a port height that causes the exhaust port to be fully open before a piston associated with the exhaust port reaches bottom dead center during an expansion stroke and the end surface of the associated piston to be spaced outwardly of the outer edge when the piston is at bottom dead center.

Opposed piston IC-engine - has opposed pistons in same cylinder actuating differential speed crankshafts to increase power stroke volume

The ic-engine has a combustion chamber volume greater on the power stroke than on the inlet stroke. This is accomplished using two pistons reciprocating in the same cylinder. The pistons are connected to two output crankshafts, the speed of one being larger than that of the other. The two crankshafts can be connected by a chain, gearing or shaft. The crankshafts can be rotated in the same or opposite senses. The engine provides a much larger volume on the power stroke to increase energy extraction.

Two stroke steam-to-vacuum engine

A two stroke steam-to-vacuum engine comprises a plurality of cylinders (500, 502) each cylinder having a piston (504, 510), a piston rod (506, 512), and a steam chamber (508, 514), the piston rods connected for synchronous movement such that each piston is reciprocally moveable between an expanded position and a collapsed position. Admission of steam at 3-5 p.s.i. above atmospheric pressure into the steam chambers (508, 514) is controlled by steam valves (522, 524) and exposure of the steam chambers to a vacuum is controlled by vacuum valves (548, 550). Steam is supplied to the steam chambers (24, 38) through a boiler 520, a solar power source, or an alternative fuel of choice. An auxiliary vacuum tank (572) may be isolated from a primary vacuum tank (554) to replenish the vacuum in a condensate collector tank (560) after removal of condensate. Auxiliary vacuum pumps (614, 616), driven by power from cylinders (500, 502), replenish the vacuum in the auxiliary vacuum tank (572) leaving the main vacuum pump (570) to support the primary vacuum tank (554).

Crankshaft`s rotational movement transforming device for e.g. two stroke engine, has pistons displaced in cylinder comprising air inlet and exhaust ports, where height of ports is less than thickness of segments of pistons

Dispositif pour ouvrir et fermer les lumières de distribution dans les moteurs deux temps, et guider les pistons quand ils sont monocylindriques. Les bielles sont supprimées et remplacées par une pièce rectangulaire (8). Les excentriques (9) et (10) ou manetons (52), (53) et (54) sont décalés en opposition les uns par rapport à l'autre d'un angle (77), pour donner une légère avance dans l'ouverture et la fermeture des lumières d'échappement par rapport aux lumières d'admission, permettant de créer trois cycles: échappement des gaz brûlés, balayage du cylindre, suralimentation du cylindre. L'extrémité (35) de l'armature (59) est guidée par une pièce latérale (36) placée à l'intérieur d'un bossage (37) extérieur au carter inférieur.La hauteur des lumières étant inférieure à l'épaisseur des segments, l'usure de ces segments en est fortement réduite, surtout si la section des lumières se rapproche du cercle.Un vilebrequin à excentriques est court et de fort diamètre. Un vilebrequin à manetons est plus long mais de diamètre inférieur.