JPS6241939A - Parallelly arranged crankshaft type engine - Google Patents
Parallelly arranged crankshaft type engineInfo
- Publication number
- JPS6241939A JPS6241939A JP18086185A JP18086185A JPS6241939A JP S6241939 A JPS6241939 A JP S6241939A JP 18086185 A JP18086185 A JP 18086185A JP 18086185 A JP18086185 A JP 18086185A JP S6241939 A JPS6241939 A JP S6241939A
- Authority
- JP
- Japan
- Prior art keywords
- crankshaft
- cylinder
- crankshafts
- engine
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002347 injection Methods 0.000 claims description 11
- 239000007924 injection Substances 0.000 claims description 11
- 239000000446 fuel Substances 0.000 claims description 10
- 230000006835 compression Effects 0.000 claims description 6
- 238000007906 compression Methods 0.000 claims description 6
- 125000000391 vinyl group Chemical group [H]C([*])=C([H])[H] 0.000 description 6
- 229920002554 vinyl polymer Polymers 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 238000000926 separation method Methods 0.000 description 4
- 229910000897 Babbitt (metal) Inorganic materials 0.000 description 3
- 230000008602 contraction Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000010437 gem Substances 0.000 description 1
- 239000003292 glue Substances 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005057 refrigeration Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/02—Cutting-out
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B73/00—Combinations of two or more engines, not otherwise provided for
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は１個のシリンダー１０ツク内に２本のクランク
軸をＵいに反対方向に回転するＪ、うに配置し、両クラ
ンク軸を１対に駆動ギヤ−（’ ？７いに連Ｖ」連結す
る並列クランク軸配請機関に関する。Detailed Description of the Invention (Industrial Application Field) The present invention has two crankshafts arranged in one cylinder so that they rotate in opposite directions. This invention relates to a parallel crankshaft arrangement engine that connects a pair of drive gears.
（従来技術及びその問題点）
この種の従来機関と【ノては、例えば特開昭６０−４５
７２７や特公昭４７−／Ｉ Ｏ２（’１４等がある。(Prior art and its problems) This type of conventional engine and
There are 727 and Tokuko Sho 47-/IO2 ('14, etc.).
それらの従来機関では特定のシリンダーの燃判噴用カッ
ト及び動弁系停止によりいわゆる減筒運転が可能である
が、両クランク軸は常時連結されているため、減筒時で
も両クランク軸が一緒に回転すると」（に、燃料噴射カ
ットされているシリンダーのビス］−ン・ｂ従動し、ク
ランクピンのメタル部も摺動している。従って減筒され
ている側の各摺動部分の摩擦（３二よる回転力の１−１
スが多く、機械効率に問題がある。In these conventional engines, it is possible to perform so-called reduced-cylinder operation by cutting the fuel injection of a specific cylinder and stopping the valve train, but since both crankshafts are always connected, even when reducing cylinders, both crankshafts can be operated together. When the cylinder rotates, the screws of the cylinder whose fuel injection is cut off are driven by the screws, and the metal part of the crank pin also slides.Therefore, the friction of each sliding part on the side where the cylinders are reduced is reduced. (1-1 of rotational force due to 32
There are many problems with machine efficiency.
（問題を解決り゛るためのゴ゛段）
−１−記問題を解決覆るために本発明は、−・方のクラ
ンク軸と駆動１゛−ノの間に嵌１１（１クラツチを設【
Ｊて両クランク軸を札入″ｌに回転ＯＪ能に構成し、燃
料噴ｑ・１系及び動弁系を、各クランク軸に対応づるシ
リンダー１１＋に独立に制御Ｉ−！する」、うにして−
万のクランク軸をＰ；１止した状態（・減筒運転ｉＪ能
としている。(Steps for solving the problem) In order to solve the problem described in -1-, the present invention provides a fitting 11 (1 clutch) between the crankshaft on the - side and the drive 1.
Both crankshafts are configured so that they can be rotated in the same direction, and the fuel injection Q/1 system and valve train system are independently controlled by the cylinders 11+ and 11+ corresponding to each crankshaft. Te-
10,000 crankshaft is stopped at P1 (- cylinder reduction operation iJ function is set).
（実施例）
第１図は本発明を適用ｌノ（５気筒機関の水平断面略図
を示しＣＣ３す、この第１図においで、１個のシリンダ
ー１［１ツクこ３に２列のシリンダー列１−１．１−２
が配ＦｌされＣおり、各シリンダー列、即ら第１、第２
シリンダー列Ｉｌｌ ２はそれぞれ３個のシリンダ 部
（シリンダーシイノー）Ｃ１、Ｃ２、Ｃ３及びＣ４，０
５，０６を有している。各シリンダー列１−１、＋２の
Ｆ側にはそれぞれ第１、第２クランク軸１．２がノ１い
に平ｉうにｈ１置され、Ｊ、たシリンダー列【］ツク３
のクランクピンさ方向の＝一端面にｔ、１減速逆転機ク
ース５が固着されＣいる。(Example) Fig. 1 shows a schematic horizontal cross-sectional view of a five-cylinder engine to which the present invention is applied. 1-1.1-2
are arranged in each cylinder row, namely the first and second cylinders.
Each cylinder row Ill 2 has three cylinder parts (cylinder parts) C1, C2, C3 and C4,0.
5.06. First and second crankshafts 1.2 are placed on the F side of each cylinder row 1-1 and +2, respectively.
A speed reduction/reversing gear 5 is fixed to one end surface in the direction of the crank pin length.
第１クランク軸１の−・端部には第１駆動歯車６が固着
され、第１り“ノンク軸１はさらに減速逆転機ケース５
内へと延び、ケース５内の第１９ランク軸１部分には第
１ビニＡンｌ’ ｉノアが嵌合し、第１ビニＡン１”Ａ
ｌ１は前進クラッチ８を介１ノで第１クランク軸１に断
続自消となつ゛（いる。第１クシンク軸１の他端部はシ
リンダーゾ１−１ツク１外へと延出し、イの先仝Ｆｊ部
にははずみ車１０が固るされでいる。A first driving gear 6 is fixed to the negative end of the first crankshaft 1, and the first crankshaft 1 is further connected to a reduction/reversing gear case 5.
A first vinyl A1''A extends inward, and a first vinyl A1''A is fitted into the 19th rank shaft 1 portion inside the case 5.
l1 is intermittently connected to the first crankshaft 1 via the forward clutch 8. The other end of the first crankshaft 1 extends outside the cylinder shaft 1-1, and A flywheel 10 is fixed to the front Fj section.
第２クランク軸２の逆転機り一スＦ）側の端部には第２
クフンク軸２と同軸芯の分−１軸部２８が配Ｉｉ！ｌＩ
されており、該軸部２ａど第２クランク軸２の間に（ま
本発明の要部Ｃある嵌脱同期クラップ１４）が配置され
、ｌ釈１］（２クラツチ１５′５によＶ）第２／／ラン
ｖ Ｉｋｌｌ ２ ｔ ３７ ｍｌ ４ｄ Ｆａｔ ２
ａ ／＋（ｔｌｊ ＃ｘ°ゝｎ ６ Ｊ： ５°Ｌ
’、’ｉ Ｚ −’Ｃ１いる。分頗軸部２ａにＩＪ前記
第１駆動歯１ｉ （ｉど同一径の第２駆動歯巾１６が固
着されており、第２駆動爾巾１６ Ｃ１；第１駆動歯車
６に常時噛合い、それにＪ、り第１クランク軸１ど第２
イ７ランタ軸２（分＃ｔ ’ｌ＋ｌ＋部２ａ）が万いに
逆方向、叩ら１＜方１ｉ’＋Ｊど［＜′方向にＦ＋１転
覆るように（２っている。分離軸部２８はざらに逆転機
り一ス；）内へと延び、ケース５内部分には前記第１ビ
ニＡンギ１７７と同一径の第２ビニＡン１″−Ａノ１７
が嵌合１ノ、第２ビニＡンギヤ１７は後進クラッチ１ε
３介して分頗１軸部２ａに断続自イ１どなっている。At the end of the second crankshaft 2 on the reversing machine side
The minute-1 shaft part 28, which is coaxial with the Kufunk shaft 2, is arranged Ii! lI
The fitting/disengaging clasp 14, which is the main part of the present invention, is arranged between the shaft portion 2a and the second crankshaft 2. 2nd //Run v Ikll 2t 37ml 4d Fat 2
a /+(tlj #x°ゝn 6 J: 5°L
','i Z -'C1 exists. A second drive tooth width 16 having the same diameter as the IJ first drive tooth 1i (i) is fixed to the dividing shaft portion 2a, and the second drive tooth width 16C1; J, 1st crankshaft 1st, 2nd
A7 If the shaft 2 (minute #t'l+l+ part 2a) is struck in the opposite direction, then it should be overturned (2) in the F+1 direction. A second vinyl A1''-A17 having the same diameter as the first vinyl A gear 177 is provided inside the case 5.
is engaged 1, and 2nd vinyl A gear 17 is reverse clutch 1ε
An intermittent spring 1 is connected to the shaft portion 2a of the splitter 1 through 3.
第１シリンダー列１−１の燃料噴用系及び吸排気弁用の
動弁系ど、第２シリンダー列Ｌ２の燃料噴射系及び吸排
気弁用の動弁系とは特に図示しないがそれぞれ独立しＣ
制御される。しかも燃料噴射ｍについ−（は回転数ど連
動して独立に電子制御されるＪ、うにすることにより、
両クランク軸１．２の負約バランスが最良に設定できる
ようになっでいる。The fuel injection system and the valve train system for the intake and exhaust valves of the first cylinder bank 1-1 are independent from the fuel injection system and the valve train system for the intake and exhaust valves of the second cylinder bank L2, although not particularly shown. C
controlled. Moreover, the fuel injection m is independently electronically controlled in conjunction with the rotational speed.
The negative balance between both crankshafts 1.2 can be set optimally.
第１シリンダー列Ｌ１ど第２シリンダー列Ｌ２ど番ま圧
縮比、吸刊気弁開閉タイミング、過給度及び最大ｆＦｆ
容出力出力なるように設定されている。First cylinder row L1 and second cylinder row L2 compression ratio, intake valve opening/closing timing, supercharging degree and maximum fFf
output.
−Ｅ）−
即ち第１シリンダー列１−１は圧縮比が高く、吸ｉＪｌ
気弁聞閉タイミングが低負荷時の最適タイミングに設定
され、過給度は無過給あるいは普通の過給であり、Ｉｉ
１人１Ｆ容出力は小さく設定されている。-E)- That is, the first cylinder row 1-1 has a high compression ratio, and the suction iJl
The air valve opening/closing timing is set to the optimum timing at low load, the degree of supercharging is non-supercharging or normal supercharging, and Ii
The capacity output per person per floor is set small.
−り第２シリンダー列１−２は圧縮比が低く、吸ＪＪＩ
気弁聞閉タイミングが高負荷時の最適タイミングに設定
され、過給度は過給機付きの高過給゛て゛あり、最大温
容出力は大きく設定され−Ｃいる。-The second cylinder row 1-2 has a low compression ratio, and the intake JJI
The air valve opening/closing timing is set to the optimum timing under high load, the degree of supercharging is high supercharging with a supercharger, and the maximum temperature output is set large -C.
第１図のＩＶ −ＩＶ断面図を示す第４図におい−Ｃ１
各クランク軸１．２はイれぞれ軸受メタル１９．２０に
Ｊ、リシリンダ−１［Ｉツクｒ３に回転自在に支持され
ており、クランクピンｌ）１ 、ｒ） ／１等及び丁１
ンロツド２１を介してピストン２２にそれぞれ連結Ｅノ
ている。２３はシリンダーヘッド、２／Ｉ、２４はそれ
ぞれ吸、排気弁である。-C1 in Fig. 4 showing the IV-IV sectional view of Fig. 1
Each crankshaft 1.2 is rotatably supported by a bearing metal 19.20, a cylinder 1 (r3), and crank pins (l)1, r)/1, etc., and a cylinder (r3).
They are each connected to a piston 22 via a connecting rod 21. 23 is a cylinder head, 2/I, and 24 are intake and exhaust valves, respectively.
第５図において、減速逆転機ケース巳）内の下部には出
力軸２６が軸受２７を介して回転自在に支持されており
、出力軸２６には第１ビニ調ン−１！ヤ７Ｊ、り大径の
出力軸歯車２８が固着されている。In FIG. 5, an output shaft 26 is rotatably supported via a bearing 27 at the lower part of the reduction/reversing machine case (Fig. 5). The output shaft gear 28 with a larger diameter is fixed to the wheel 7J.
出力軸２６４１ウース５外へと延出し、例えば舶用プ［
１ぺ＞輔２で）に連結している。The output shaft 2641 extends to the outside of the output shaft 5, for example, a marine pump.
It is connected to 1pe > 2).
り１６図において、出力軸歯中２８は両ビニＡン１゛＼
ノア、１７に常１．′ｊ−１１ｉ合一）でいる。In Figure 16, output shaft tooth center 28 is on both vinyl A1゛＼
Noah, always 1 at 17. 'j-11i union).
第８Ｅ１、第８ｂ図はバランスが良くかつ機関Ｊ＆ｖ動
が少イｆくなるＪ、−″ｌイｆ各ツクランクピン１１〜
（〕６の配ｖ３（位相）例を小しくおり、各シリンダ一
部Ｃ１へ□ （−ｙ ６（第１図）に対しで−ぞれぞれ
各クランクピン１）１へ・Ｐ６が対応するように記載し
−Ｃいる。Figures 8E1 and 8b show a good balance and less engine J & V movement.
() Reduce the arrangement v3 (phase) example of 6 to each cylinder part C1 □ (-y For 6 (Fig. 1) - each crank pin 1) 1 corresponds to P6 It is written as -C.
第１クランク１１１１１１の４４ Ｇ第１駆動歯車６側
のクランクピン１）１（下死点（ｉ’７買て゛表示）に
対し、第１クランク軸１の中央部のクランクピン２はｒ
！ｉ１転方面１−＜の逆方向側へと１２０度のＭＪ相差
で配置され、第１クランク’ｆｉｌｌ １の残りのクラ
ンクピン１）３はＬ記りランクピン２からさらに回転方
向Ｉ（の逆方向側へと１２（Ｈαの位相差て゛配置され
（いる。第２クランク軸２の最−〇第２駆動山中１６側
のクランクピンｒ） ４１．１１第１クランク軸１のク
ランクピン［）１に対し−（１８０度の４ｉ１相差（上
死点位置）に配置され、中央部の／／′、７ンクピンＩ
” ｂは上記クランクピン４に対して回転ｊＪ向Ｒ′側
へと１２０痘のイ１′７相Ｘで配置され、残りのクラン
クピン（］６は上記中央部のクランクピンＰ５からさら
に回転力１ｈ４１（′側へど１２０度の位相差で配置さ
れでいる。The crank pin 2 at the center of the first crankshaft 1 is r
! The remaining crank pins 1) 3 of the first crank 'fill 1 are arranged in the opposite direction of the rotation direction 1-< with an MJ phase difference of 120 degrees, and the remaining crank pins 1) 3 of the first crank 'fill 1 are further arranged in the opposite direction of the rotation direction I from the L-marked rank pin 2. 41.11 The crank pin of the first crankshaft 1 [) 1 is arranged with a phase difference of 12 (Hα) to the side. - (located at 180 degrees 4i1 phase difference (top dead center position), //' in the center, 7 link pin I
``b'' is arranged in the rotation direction R' side with respect to the crank pin 4 in the 1'7 phase 1h41 (arranged on the ' side with a phase difference of 120 degrees.
４１７図（ｊ、嵌脱同＋ｖ１クラッチ用作動装圓のブロ
ック線図を小しており、この第７図において、嵌脱同期
クラッチ１５（ま油圧切換弁３０を介１．／て油圧＝１
ニツ１〜３１に接続し、切換弁３０にはコント［１−ラ
３ご３を介し−（第１角石レン４〕−一−３５及び第２
角度ｌ？ン”ｊ−３６がそれぞれ接続されている。第１
角ｔＩｌｌ？ン１ノー３５４．Ｕ第１クランク軸１（中
心線のみぐ小す）の回転角度を検知し、第２角度セン１
ノー３６は第２クランク軸２の回転角度を検知する。−
１ント［１−ラ３３は両クランク軸１．２の回転角度を
比較し、クラッチ入り動作の時に半嵌入状態でづべら′
１！て運転し、両軸１．２が第８８ 。Fig. 417 (j, the block diagram of the actuating device for the engagement/disengagement +v1 clutch is shown in a smaller size; in this Fig.
1 to 31, and the switching valve 30 is connected to a
Angle l? "j-36" are connected respectively.
Corner tIll? 1 no 354. U Detects the rotation angle of the first crankshaft 1 (center line only), and detects the rotation angle of the first crankshaft 1
No. 36 detects the rotation angle of the second crankshaft 2. −
1 point [1-ra 33 compares the rotation angles of both crankshafts 1.2 and determines whether the clutch is half-engaged when the clutch is engaged.'
1! Both shafts 1.2 are 88th.
第Ｅ３【）図のＪ、う２ｉ位相関係に仕った状態でクラ
ッチ１５が同ＩＦＩ嵌入するように制御覆る。Control is performed so that the clutch 15 is engaged in the same IFI in a state according to the phase relationship shown in FIG.
なお角度（？ン（Ｊ −３！−ｉ、３６の代りに機関振
動を検知しＣ振動状態から回転角１ａを調べるセンリー
ーを用い−Ｃも良い。Note that instead of the angle (J -3!-i, 36), -C may also be used, using a sensor that detects engine vibration and examines the rotation angle 1a from the state of C vibration.
船の全速前進航行前あるいは通常前進航行時には、第１
図に承りように嵌１１（（同期クラッチ１５を及び前進
クラッチ８を入れ、後進クラッチ１８を切る。第１クラ
ンク軸１の回転力は第１ビニＡンｊ’ ｉ７７、前進ク
ラッチ８、出力軸歯車２８及び出力軸２６を介してプ１
１ペラ軸２９に伝わる。一方第２クランク軸２の回転力
（，１嵌脱間期クシッヂ１５、分離軸部２ａ、第２駆動
歯車１６及び第１駆動歯車６を介し°（第１クランク！
１１１に１伝わり、第１クランク軸１の１１１１転力と
Ｊξに１−述のＪ、うに、７１Ｔ＋ベラ軸２９に伝わる
。Before the ship sails forward at full speed or during normal forward sailing, the first
As shown in the figure, the fitting 11 ((engage the synchronizing clutch 15 and the forward clutch 8, and disengage the reverse clutch 18. through the gear 28 and the output shaft 26
1 is transmitted to the propeller shaft 29. On the other hand, the rotational force of the second crankshaft 2 (1st crank!
1 is transmitted to 111, and 1 is transmitted to the 1111 rolling force of the first crankshaft 1 and Jξ is transmitted to the J, uni, 71T+flat shaft 29 described above.
なお嵌脱同期クラップ１５の嵌入時には、第７図のセン
サー３５．３６及び＝−１ントｒｌ−ラ３３の作用によ
り、両クランク軸１．２は第８ａ、第８ｔ）図に示”Ｉ
’ ４１′ｉ相関係で接続される。Note that when the fitting/unsynchronizing clamp 15 is fitted, due to the action of the sensors 35, 36 and the =-1 torque roller 33 shown in Fig. 7, both crankshafts 1.2 are rotated as shown in Figs. 8a and 8t).
'41'i They are connected by a correlation.
船の全速あるいは通常後進航行時には、第１図において
嵌脱同＋１１１クラツチ１５及び後進クラッチ１８を入
れ、前進クラッチ８を切る。第２クランク軸２の回転力
は嵌脱クラッチ１５、分離軸部２ａ１第２ピニオンギｉ
７１７ 、後進クラッチ１８、出力軸歯車２ Ｂ及び出
力軸２６を介してプ［Ｉペラ９２９に伝わる。−・方策
１クランク軸１０回転力は第１、第２駆動歯車６．１６
を介して分−１軸部２１１に１ムわり、第２クランク軸
２のト］１転力どＪξに−１−述のＪ、うにブ［］ベラ
軸２９に伝わる。When the boat is at full speed or normally sailing astern, the engagement/disengagement +111 clutch 15 and the reverse clutch 18 are engaged, and the forward clutch 8 is disengaged, as shown in FIG. The rotational force of the second crankshaft 2 is applied to the engagement/disengagement clutch 15, the separation shaft portion 2a1, and the second pinion gear i.
717, is transmitted to the propeller 929 via the reverse clutch 18, the output shaft gear 2B, and the output shaft 26. -・Measure 1 Crankshaft 10 rotational force is 1st and 2nd drive gear 6.16
The rotational force of the second crankshaft 2 is transmitted to the shaft portion 211 via the .
第１図のＪ、う＜ｋ全速航行時（全負仙時）にＧＥＬ、
第１クランク軸１は低負荷時の開閉弁最適タイミング、
高いバー縮化及び小さなＩ［容出力で同転するが、＾１
’４ （，１時の開閉弁最適タイミング、低い圧縮比及
び大きなｒ［容出力をイＴ−する第２クランク軸２の回
転力がイ・１加されることにより、高出力を１する。J in Fig. 1, U<k when traveling at full speed (fully negative), GEL,
The first crankshaft 1 has the optimum timing for opening and closing the valve at low loads.
High bar contraction and small I [Although it rotates at the same output power,
'4 (The optimum timing for opening and closing the valve at 1 o'clock, low compression ratio, and large r [capacity output] is applied. By applying the rotational force of the second crankshaft 2, the high output is increased to 1.
前進回申ｌ：状態にお（する軽１１荷作業簡には、第２
図に示’ｌＪ、うに嵌脱同期クラッチ１５を切り、前進
クラッチ８を入れ、後進クラッチ１８を切る。Advance notice 1: For light 11 cargo work, the second
As shown in the figure, the locking/de-synchronizing clutch 15 is disengaged, the forward clutch 8 is engaged, and the reverse clutch 18 is disengaged.
しかも第２シリンダー＝り１１２用の噴側系及び動弁系
を停止する。従っ−Ｃ第１クランク軸１０同転力のみが
第１ピニオンギヤ７、前進クラッチ８、出力軸歯車２８
及び出力軸２６を介してプ１１ペラ軸２９に伝わる。一
方第２クランク軸２は燃料系等の停止にＪ、り停止して
いる。イ【お分離軸部２８は第１、第２駒動爾車６．１
６を介（）で空転（）ζいる。Furthermore, the injection side system and valve train system for the second cylinder 112 are stopped. Therefore, only the rotational force of the first crankshaft 10 is transmitted to the first pinion gear 7, the forward clutch 8, and the output shaft gear 28.
and is transmitted to the propeller shaft 29 of the puller 11 via the output shaft 26. On the other hand, the second crankshaft 2 is stopped due to the stoppage of the fuel system and the like. A [Separation shaft portion 28 is connected to the first and second moving wheels 6.1
6 through () and idle () ζ.
第１クランク軸１及びｆｆ１１シリンダ一列１−１はそ
の性能、即ち圧縮化、吸排気弁開閉タイミング許容出力
及び過給度等を低負傭時用にマツチングしであるので、
第１クランク軸１のみの運転により良好な低負荷運転性
能がＩＪられる。しかも第２クランク軸２は停止してい
るので、第２クランク軸２０軸受メタル２０部分等の摩
擦ロスを防ぐことができる。The performance of the first crankshaft 1 and the row of FF11 cylinders 1-1, that is, compression, intake/exhaust valve opening/closing timing allowable output, supercharging degree, etc., are matched for low load operation.
Good low-load operating performance can be achieved by operating only the first crankshaft 1. Moreover, since the second crankshaft 2 is stopped, friction loss at the bearing metal 20 portion of the second crankshaft 20 can be prevented.
後進回転状態にお番プる低負向作業時には、第２図にお
い′（′嵌脱同期クラッチ１ｂを切り、後進クラッチ１
８を入れ、前進クラッチ８を切る。しかも第２シリンダ
ー列Ｌ２用の噴射系及び動弁系を停止する。従って第１
クランク軸１の回転力のみが第１、第２駆動歯１（６，
１６、分離軸部２ａ、後進クラッチ１８、第２ピニオン
ギヤ１７、出〕Ｊ軸歯巾２８及び出力軸２６を介してブ
［ｌペラ軸２９に伝わる。一方策２クランク軸２は燃料
系等の停止により停止している。When performing low negative direction work in reverse rotation state, as shown in Figure 2'('
8 and disengage the forward clutch 8. Moreover, the injection system and valve train system for the second cylinder row L2 are stopped. Therefore, the first
Only the rotational force of the crankshaft 1 is applied to the first and second drive teeth 1 (6,
16, the separation shaft portion 2a, the reverse clutch 18, the second pinion gear 17, the output shaft 28, and the output shaft 26. On the other hand, the crankshaft 2 is stopped due to a stoppage of the fuel system, etc.
アイドリング時には第２図において、嵌ＩＢ２同期クラ
ップ１５、前進クラッチ８及び後進クラッチ１８を切り
、しかも第２シリンダー列Ｌ ２川の噴射系及び動弁系
を停止する。従ってＭ１クランク軸１のみが回転し、第
２クランク軸２は停止にし°（゛いる。なおその場合、
両駆動歯車６．１６及び分離軸部２ａ＋、Ｌ空転（］で
いる。During idling, as shown in FIG. 2, the fitted IB2 synchronous clamp 15, forward clutch 8, and reverse clutch 18 are disengaged, and the injection system and valve train of the second cylinder row L2 are also stopped. Therefore, only the M1 crankshaft 1 rotates, and the second crankshaft 2 is stopped.
Both drive gears 6.16 and separation shaft portion 2a+ are in L idle rotation ().
（別の実施例）
（１）第３図に示すクランク軸並列機関は、第１図と同
様の構造に加え、第２クランク軸２の他端部に、作業機
用クラッチ４０を介して作業機用出力軸’１１を断続自
在に接続した例である。作業機用出力軸４１は例えば集
魚幻あるいは冷凍用の発ｉ’ｔｆ ＩＮ ４ ／ｌに接
続し、１つの機関ににり発電機４／Ｉとプロペラ軸２９
を同時に作動させることができるにうにしている。(Another embodiment) (1) The crankshaft parallel engine shown in FIG. 3 has the same structure as that in FIG. This is an example in which the machine output shaft '11 is connected in an intermittent manner. The output shaft 41 for the working machine is connected, for example, to the generator i'tf IN 4 /l for fishing or refrigeration, and the generator 4/I and propeller shaft 29 are connected to one engine.
It is possible to operate both at the same time.
即ら嵌脱同期クラッチ１５を切り、作業機用クラッチ／
ＩＯを入れｌ、：状態で両クランク軸１．２をイれぞれ
独立し゛Ｃ回転させ、それにより第１クランク軸１にＪ
、リブ「１ペラ軸２９を同転さけ、第２クランク軸２に
より発電機４１を回転さける。Immediately, disengage the engagement/disengagement synchronization clutch 15 and switch the work machine clutch/
In this state, both crankshafts 1 and 2 are rotated independently by C, thereby applying J to the first crankshaft 1.
, the rib "1 prevents the propeller shaft 29 from rotating at the same time, and the second crankshaft 2 prevents the generator 41 from rotating.
また作業機用クラッチ／ＩＯを切った場合にお１ノる全
速航行時及び低０荷運転時にｔｉｔ 、前述の第１、第
２図の場合と同様に作用する。Furthermore, when the working machine clutch/IO is disengaged, the tit function operates in the same manner as in the case of FIGS. 1 and 2 described above during full speed cruising and low zero load operation.
（２）第９ａ 、 ＩＴ ９ ｂ ｆ’ｓは２気筒機ａ
ｌｌ ニ本Ｒ明ヲ利用した場合におりるバランスの良い
クランクピンＰ １ 、Ｉ） ／Ｉの配置（位相）例を
小しくいる。即ち第１クランク軸１のクランクピン１〕
１と第２クランク軸２のクランクビン［）４番ま鏡面対
称（１７ｖＪに配置されている。(2) No. 9a, IT 9b f's is a two-cylinder machine a
Here is a small example of the arrangement (phase) of the well-balanced crank pin P 1 , I) /I when using two R light. That is, the crank pin 1 of the first crankshaft 1]
The crankshafts of the 1st and 2nd crankshafts 2 are mirror-symmetrical (located at 17vJ).
（３）第１０１’ｍ 、第１０ ｂ、第１１８１第１］
【）、第１２ａ１第１２ｂ１第１３ａ１第１３ｂ図（よ
それぞれ４気筒機関に本発明を利用した場合におけるバ
ランスの良いクランクピンＩ’） １ 、Ｉ） ２、［
〕４、Ｐ５の配置（位相）例を示している。(3) 101st'm, 10th b, 1181st 1]
[), Fig. 12a1, Fig. 12b1, Fig. 13a1, Fig. 13b (well-balanced crank pin I' when the present invention is applied to a four-cylinder engine) 1, I) 2, [
] 4. An example of the arrangement (phase) of P5 is shown.
即ち第１０８１第１０ｂ図では第１クランク軸１のクラ
ンクビン［）１、Ｐ２はｈいに１８０度の位相差Ｃ配置
され、第２クランク軸２のクランクピンＰ４、Ｐ５は互
いに１８０度の位相差で配置され、駆動歯車６．１６側
のクランクビンＰ１、「）／ｌ同志は鏡「１１対称位置
より１８０邸の位相差で配置されている。That is, in Fig. 1081, the crank pins P2 and P2 of the first crankshaft 1 are arranged with a phase difference of 180 degrees, and the crank pins P4 and P5 of the second crankshaft 2 are arranged at an angle of 180 degrees from each other. They are arranged with a phase difference, and the crank bins P1 and ``)/l'' on the driving gear 6 and 16 side are arranged with a phase difference of 180 degrees from the mirror ``11'' symmetrical position.
第１１ａ１第１１ｂ図では第１クランク軸１のクランク
ビンＰ １ 、Ｐ ２同志は互いに１８０度の位相差で
配置され、第２クランク軸２のクランクビンｌ〕ｌ、Ｐ
５もＩｊいに１８０度の位相差−（ｌｌｉ！置されでい
るが、駆動歯車６．１６側のクランクピンＰ １、Ｆ）
４）δｊ志は鏡面対称位置Ｊ、す９（）瓜の位相差で配
置されている。In FIGS. 11a and 11b, the crank bins P 1 and P 2 of the first crankshaft 1 are arranged with a phase difference of 180 degrees, and the crank bins l]l, P of the second crankshaft 2 are arranged with a phase difference of 180 degrees.
5 also has a phase difference of 180 degrees.
4) δj is arranged at a mirror-symmetrical position J, with a phase difference of 9 ().
第１２８１第１２ｂ図では第１クランク軸１のクランク
ビンＰ２は第１駆動歯車６側のクランクピンＰ１に対し
回転方向［＜の逆方向側に２７０石の位相差で配置され
、第２クランク軸２のクランクピン［）５は第２駆動歯
車１６側のクランクビン１）４に対し、回転方向！（′
の逆方向側に９０度の位相差で配置されている。まｌ
こ駆動歯車６．１６側のクランクピンＰＩ Ｐ４同志は
互いに鏡面対称位置より１８０度の位相差で配置されて
いる。1281 In FIG. 12b, the crank pin P2 of the first crankshaft 1 is arranged with a phase difference of 270 jewels on the opposite side of the rotation direction [< with respect to the crank pin P1 on the first drive gear 6 side, and 2 crank pin [) 5 is in the rotational direction with respect to the crank pin 1) 4 on the second drive gear 16 side! (′
are arranged on the opposite side with a phase difference of 90 degrees. Mar
The crank pins PI and P4 on the drive gear 6 and 16 side are arranged with a phase difference of 180 degrees from mirror symmetrical positions.
第１３ａ１第１３ｂ図では第１クランク軸１のクランク
ビンＰ２は第１駆動歯車６側のクランクビンＩ）１に対
し回転り向１＜の逆方向側に９０麿の位相差で配置され
、第２クランク軸２のクランクピン１〕５は第２駆動歯
巾１６側のクランクピント）４に対し、回転方向Ｒ′の
逆方向側に９０度のイｌ′Ｉ相差て゛配ｌＦｔされ−て
いる。また駆動歯中６．１０側のクランクピン［）１、
［）４同志は互いに鏡面対称位Ｉ？ＩＪ、す１８０度の
位相差て゛配置され（いる。13a1 and 13b, the crank bin P2 of the first crankshaft 1 is arranged with a phase difference of 90 mm on the opposite side of the rotational direction 1< with respect to the crank bin I) 1 on the first drive gear 6 side. 2 The crank pin 1]5 of the crankshaft 2 is arranged at a 90-degree angle 1Ft on the opposite side of the rotational direction R' with respect to the crank pin 4 on the second drive tooth width 16 side. . Also, the crank pin [) 1 on the 6.10 side of the drive tooth,
[) 4 Comrades are in mirror symmetry with each other? IJ is arranged with a phase difference of 180 degrees.
（発明の効宋）
以」−説明１ノＩこＪ、うに本発明は、１個のシリンダ
ー１１コク３内に２本のクランク軸１．２をＴＩいに艮
対方向に回転覆るように配置し、両クランク軸１．２を
１対の駆動ギ（７６，１６”Ｑ ７’７いに連動連結す
る並列クランク軸配置機関において、一方のクランクピ
ン２ど駆動子Ａ’１６の間に嵌脱クラッチ１５を毅【）
て両クランク軸１．２を独立に同転可能に構成１ノ、燃
料噴射系及び動弁系を、各クランク軸１．２に対応する
シリンダー１６に独ｖＬに制御りるようにして一プノの
クランク軸２を停止１ノた状態で減筒運転可能としくい
るので、次のような利点がある。(Effect of the Invention) - Explanation 1 The present invention has two crankshafts 1.2 in one cylinder 11 so as to rotate in opposite directions. In an engine with a parallel crankshaft arrangement in which both crankshafts 1.2 are interlocked and connected to a pair of drive gears (76, 16"Q 7'7), there is a Takeshi [) to engage and disengage clutch 15.
The structure is such that both crankshafts 1.2 can rotate independently and simultaneously, and the fuel injection system and valve train are independently controlled by the cylinders 16 corresponding to each crankshaft 1.2. The cylinder reduction operation is possible with the crankshaft 2 stopped for one stroke, so there are the following advantages.
（１）嵌Ｉｌｑクラッヂ１５を切って一方のクランク軸
２を停止１．さけた状態で、他方のクランク軸１にＪ、
リアイドリング時及び低負荷時に減筒運転できるので、
アイドリンク時及び低負荷時の減筒運転において、減筒
している側のクランク軸２に係わる軸受メタル２０やピ
ストン等にＪ、る摩擦【１スを防ぐことができ、機関効
率が向上Ｊ−る。(1) Disconnect the fitted Ilq clutch 15 and stop one crankshaft 2. In this state, attach J to the other crankshaft 1.
Since cylinder reduction operation is possible during rear idling and low load,
During idling and low-load cylinder reduction operation, friction on the bearing metal 20, piston, etc. related to the crankshaft 2 on the side with cylinder reduction can be prevented, improving engine efficiency. -ru.
（２）嵌脱クラッチ１５を切って各クランク軸１．２を
独立に運転できるので、各クランク軸１．２を別々の異
なる秒類の動ツノ源としＣ多用途に利用できる。勿論各
クランク軸１．２の負荷分担を電子制ｔｌｌ−ｄるよう
にして、総合性能を最良のところに容易にレツ１〜づる
Ｊ、うにづることもできる。(2) Since each crankshaft 1.2 can be operated independently by disengaging the engagement/disengagement clutch 15, each crankshaft 1.2 can be used for various purposes as a source of a different second movement horn. Of course, it is also possible to electronically control the load sharing of each crankshaft 1.2 to easily optimize the overall performance.
（３）２木のクランク軸１．２を並列６ｉ！ 寵してい
るので・、クランク軸長ざを知くでき、イれによりクラ
ンク軸１．２のねじり振動を軽減でき、クランク軸径も
細く覆ることができる。(3) Two crankshafts 1.2 in parallel 6i! Because of this, the length of the crankshaft can be known, and the torsional vibration of the crankshaft 1.2 can be reduced due to the deviation, and the diameter of the crankshaft can also be narrowed.
（／Ｉ）１つのシリンダー１１コツク３内に２木のり′
Ｎ
ランク軸１．２を並列配ＶＩシているので、シリンダー
ブロック３の内部ｔ−メントが小さくなり、バランスが
）１ ＜ イ、＜る。それにより振動の低減及び騒γＳ
の低減を達成て゛ぎる。(/I) 2 pieces of glue in one cylinder 11 pieces 3'
N Since the rank shafts 1.2 are arranged in parallel, the internal t-ment of the cylinder block 3 is reduced, and the balance is improved. As a result, vibration reduction and noise γS
We have achieved a significant reduction in
（５）機関の面長及び全幅をＶハリ機関並に］ンパクｉ
・にでき、しかも加」設備どし−（゛は釣列用機関のも
のが可能となる。(5) Make the surface length and overall width of the engine similar to that of a V-hari engine]
・It is possible to use a fishing line engine.
第１図は本発明を適用した６気筒クランク軸並列機関の
全速運転（あるいは通常運転）時の状態を示す水＼１ｊ
断面略図、第２１ざ口３を減筒運転時の状態を丞Ｊ水平
断面略図、第３図ＬＬ別の実施例の水平断面略図、第４
図は第１図のＩＶ −ＩＶ断面拡大図、第５図は第４図
のＶ−■断面図、第６図は各歯車の噛合い状態を丞で第
５図のｖ■矢祝正面略図、第７図は嵌脱１ｉｉ１期クラ
ッヂの作動駅間を示Ｊブロック線図、第８ａ図は両クラ
ンク軸の位相例を示しており、第５図の■■矢視図に相
当づる正商略図、第８ｂ図は第８ａ図の斜視図、第９ａ
図は２気筒機関に本発明を適用した場合の両クランク軸
の位相例を示しＣおり、第８ａ図に相当する正商略図、
第９ ｉ）図ｔよ第９８図の斜視図、第１０ ａ 、第
１１ａ１第１２ａ１第１３ａ図（，１それぞれ４気筒機
関に本発明を利用した揚台にお１）るクランク軸の位相
例を示し−（おり、第８ａ図に相当りる正面略図、第１
０ｂ、第１１ｂ、第１２【）、第１３ ｂ’はそれぞれ
第１０ ａ 、第１１ａ１Ｓ１１１２ａ１第１３’ａ図
の斜視図ぐある。１．２・・・クランク軸、３・・・シ
リンダーブロック、６．１６・・・駆動歯中、１５・・
・嵌［１２同期クラップ一
時給出願人 ヤンンーディー１！ル株式会ン１代即人
弁即に 大森忠孝 □ ７゛。
手続補正用（方式）
昭和６１年９１−１８ Ｆｌ
特ｎ庁良官 黒［１１明１ｄｌ 殿
昭和６０年 特 許 願 第１ ε３ （Ｉ
Ｅ’１ ６１ 号２、発明の名称
並列クランク軸配置機関
３、補正をＭる考
事ｆ１どの関係 特許出願人
住 所 大阪市北区茶屋町１番３２号
名 称 （６７８）ヤンマーディーゼル株式会７１代表
者 代表取締役 １１１ 岡 淳 男４、代Ｊ！ＩＩ
人
住 所 大阪市北区東天満２丁目９番４号千代１丁１
ビル東館７階（＠ ５３０）５、補正命令のＥ〜１６１
（発送８）１１（１和６１年８月２６０６、補正の
対象 明細書
７、補正の内容
（１）明細書１８頁４行へ・６１１１第１０ｂ、第１１
ｂ・・・の旧７１２図でパある。１を１第１０ｂ図は第
１０ａ図と同じ位相のクランク軸の斜視図、第１１ｂ図
Ｃま第１１ＰＩ図ど同じ位相のクランク軸の斜視図、第
１２ｂ図は第１２ａ図ど同じ（ｉ’／相のクランク軸の
斜視図、第１３１）図は第１３２）図と同じ（Ｏ相のク
ランク軸の斜視図である。」ど補正覆る。
以上Figure 1 shows the state of a six-cylinder parallel crankshaft engine to which the present invention is applied during full speed operation (or normal operation).
Schematic cross-sectional diagram, showing the state of the 21st hole 3 during cylinder reduction operation.
The figure is an enlarged sectional view of IV-IV in Fig. 1, Fig. 5 is a sectional view of V-■ in Fig. 4, and Fig. 6 is a schematic front view of the v-■ arrow in Fig. 5, showing the meshing state of each gear. , Fig. 7 is a J block diagram showing the operating stations of the 1st stage crudge, and Fig. 8a shows an example of the phase of both crankshafts. Schematic diagram, Figure 8b is a perspective view of Figure 8a, Figure 9a
The figure shows an example of the phase of both crankshafts when the present invention is applied to a two-cylinder engine.
9 i) Phase example of the crankshaft shown in the perspective view of Figure t, Figure 98, Figure 10a, Figure 11a1, Figure 12a1, Figure 13a (, 1, respectively, 1) - (A schematic front view corresponding to Fig. 8a, No. 1
0b, 11b, 12th [), and 13th b' are perspective views of 10th a, 11a1S1112a1, and 13'a, respectively. 1.2... Crankshaft, 3... Cylinder block, 6.16... Drive tooth inside, 15...
・Insert [12th period Clap one-time wage applicant Yanndi 1! Le Co., Ltd. 1st generation employee
Ben Soku Tadataka Omori □ 7゛. For procedural amendment (method) 1985 91-18 Fl Patent Office Good Officer Black [11 Akira 1 dl 1985 Patent Application No. 1 ε3 (I
E'1 61 No. 2, Name of the invention Parallel crankshaft arrangement engine 3, Consideration for amendment f1 Which relationship Patent applicant address 1-32 Chayamachi, Kita-ku, Osaka Name (678) Yanmar Diesel Co., Ltd. 71 Representative Representative Director 111 Jun Oka Male 4, Generation J! II
Address 1-1 Chiyo, 2-9-4 Higashitenma, Kita-ku, Osaka
Building East Building 7th Floor (@530) 5, Correction Order E~161
(Delivery 8) 11 (August 1, 1961, 2606, Subject of amendment Specification 7, Contents of amendment (1) To page 18, line 4 of specification 6111 No. 10b, 11
There is a pa in the old 712 diagram of b... 1 1 Figure 10b is a perspective view of the crankshaft in the same phase as Figure 10a, Figure 11b C and 11PI are perspective views of the crankshaft in the same phase, Figure 12b is the same as Figure 12a (i' Figure 131), which is a perspective view of the crankshaft of phase /, is the same as figure 132) (a perspective view of the crankshaft of phase O).
Claims (3)
を互いに反対方向に回転するように配置し、両クランク
軸を１対の駆動ギヤで互いに連動連結する並列クランク
軸配置機関において、一方のクランク軸と駆動ギヤの間
に嵌脱クラッチを設けて両クランク軸を独立に回転可能
に構成し、燃料噴射系及び動弁系を、各クランク軸に対
応するシリンダー毎に独立に制御するようにして一方の
クランク軸を停止した状態で減筒運転可能としたことを
特徴とする並列クランク軸配置機関。(1) In a parallel crankshaft arrangement engine in which two crankshafts are arranged in one cylinder block so as to rotate in opposite directions, and both crankshafts are interlocked and connected to each other by a pair of drive gears, one An engagement/disengagement clutch is provided between the crankshaft and the drive gear so that both crankshafts can rotate independently, and the fuel injection system and valve train system are controlled independently for each cylinder corresponding to each crankshaft. A parallel crankshaft arrangement engine is characterized in that reduced-cylinder operation is possible with one crankshaft stopped.
ンサーと、該センサーと連動して機関全体のバランスが
最良となる回転角度で嵌脱クラッチを嵌入する油圧作動
装置を備えたことを特徴とする特許請求の範囲第１項に
記載の並列クランク軸配置機関。(2) It is characterized by being equipped with a sensor that detects engine vibration or each crankshaft angle, and a hydraulic actuation device that works in conjunction with the sensor to engage and disengage the clutch at a rotation angle that provides the best balance for the entire engine. A parallel crankshaft arrangement engine according to claim 1.
の開閉タイミング、圧縮比、出力あるいは過給度の仕様
をそれぞれ異なるように設定したことを特徴とする特許
請求の範囲第１項に記載の並列クランク軸配置機関。(3) The specification of the opening/closing timing, compression ratio, output, or degree of supercharging of the intake and exhaust valves of the cylinder rows corresponding to each crankshaft is set to be different from each other. parallel crankshaft arrangement engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60180861A JPH0621565B2 (en) | 1985-08-16 | 1985-08-16 | Parallel crankshaft arrangement engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60180861A JPH0621565B2 (en) | 1985-08-16 | 1985-08-16 | Parallel crankshaft arrangement engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6241939A true JPS6241939A (en) | 1987-02-23 |
| JPH0621565B2 JPH0621565B2 (en) | 1994-03-23 |
Family
ID=16090634
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60180861A Expired - Lifetime JPH0621565B2 (en) | 1985-08-16 | 1985-08-16 | Parallel crankshaft arrangement engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0621565B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007065689A1 (en) * | 2005-12-07 | 2007-06-14 | Klaus Teichert | Reciprocating internal combustion engine comprising a free wheel |
| CN106321234A (en) * | 2016-10-17 | 2017-01-11 | 沈勇 | Variable-displacement automobile engine |
| JP2017538061A (en) * | 2014-10-16 | 2017-12-21 | オブリスト テクノロジーズ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Power unit |
| KR101999045B1 (en) * | 2018-01-04 | 2019-07-10 | 한국해양대학교 산학협력단 | Apparatus for changing differential angle for crank shaft of reciprocating engine and method reciprocating engine including the same |
| CN117846790A (en) * | 2024-03-06 | 2024-04-09 | 四川迅联达智能科技有限公司 | Cylinder changing device and cylinder changing number system of piston engine |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007002698A (en) * | 2005-06-22 | 2007-01-11 | Toyota Motor Corp | 6-cylinder engine |
| KR101241715B1 (en) * | 2011-10-04 | 2013-03-11 | 현대자동차주식회사 | Twin engine for improving of efficiency and method for engine operating using the same |
| KR101305843B1 (en) | 2011-11-30 | 2013-09-06 | 현대자동차주식회사 | Crank Shaftless Internal Combustion Engine |
| KR101305572B1 (en) * | 2011-11-30 | 2013-09-09 | 현대자동차주식회사 | Crank Shaftless Internal Combustion Engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5434847A (en) * | 1977-08-23 | 1979-03-14 | Matsushita Electric Ind Co Ltd | Optical propagating device |
| JPS57113935A (en) * | 1981-01-07 | 1982-07-15 | Hitachi Ltd | Phase control for multiple engine system |
-
1985
- 1985-08-16 JP JP60180861A patent/JPH0621565B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5434847A (en) * | 1977-08-23 | 1979-03-14 | Matsushita Electric Ind Co Ltd | Optical propagating device |
| JPS57113935A (en) * | 1981-01-07 | 1982-07-15 | Hitachi Ltd | Phase control for multiple engine system |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007065689A1 (en) * | 2005-12-07 | 2007-06-14 | Klaus Teichert | Reciprocating internal combustion engine comprising a free wheel |
| JP2017538061A (en) * | 2014-10-16 | 2017-12-21 | オブリスト テクノロジーズ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Power unit |
| CN106321234A (en) * | 2016-10-17 | 2017-01-11 | 沈勇 | Variable-displacement automobile engine |
| KR101999045B1 (en) * | 2018-01-04 | 2019-07-10 | 한국해양대학교 산학협력단 | Apparatus for changing differential angle for crank shaft of reciprocating engine and method reciprocating engine including the same |
| CN117846790A (en) * | 2024-03-06 | 2024-04-09 | 四川迅联达智能科技有限公司 | Cylinder changing device and cylinder changing number system of piston engine |
| CN117846790B (en) * | 2024-03-06 | 2024-05-28 | 四川迅联达智能科技有限公司 | Cylinder changing device and cylinder changing number system of piston engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0621565B2 (en) | 1994-03-23 |
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