Internal combustion engine with a single crankshaft and having opposed cylinders with opposed pistons

• US 6,170,443 B1
• Filed: 01/21/1999
• Issued: 01/09/2001
• Est. Priority Date: 09/11/1998
• Status: Expired due to Term

• Current Assignee: Advanced Propulsion Technologies, Inc.
• Original Assignee: Edward Mayer Halimi
• Inventors: Hofbauer, Peter
• Primary Examiner(s): Kwon, John
• Application Number:
  US09/234,732
• Time in Patent Office: 719 Days
• Field of Search: 123/51.R, 123/51.B, 123/51.BC, 123/51.BD, 123/55.7, 123/192.1
• US Class Current: 123/51.00B
• CPC Class Codes: F02B 2075/025 two
• CPC Class Codes: F02B 25/08 Engines with oppositely-moving reciprocating working pistons
• CPC Class Codes: F02B 75/246 with only one crankshaft of the "pancake" type, e.g. pairs of connecting rods attached to common crankshaft bearing

Abstract

A two-stroke internal combustion engine is disclosed having opposed cylinders, each cylinder having a pair of opposed pistons, with all the pistons connected to a common central crankshaft. The inboard pistons of each cylinder are connected to the crankshaft with pushrods and the outboard pistons are connected to the crankshaft with pullrods. This configuration results in a compact engine with a very low profile, in which the free mass forces can be essentially totally balanced. The engine configuration also allows for asymmetrical timing of the intake and exhaust ports through independent angular positioning of the eccentrics on the crankshaft, making the engine suitable for supercharging.

Claims

1. An internal combustion engine comprising a single crankshaft and two opposed cylinders, each cylinder having two opposed pistons;

wherein the single crankshaft has asymmetrically arranged journals, pushrods and pullrods for driving the journals from the pistons, each cylinder has air inlet ports and exhaust ports, the pistons in each cylinder operate to open its exhaust ports before its air intake ports and close them before its air intake ports close, and wherein the geometrical configurations and the masses of those parts are selected so as to minimize the dynamic imbalance of the engine during its operation.

2. An internal combustion engine comprising a single crankshaft having a plurality of journals, two opposed cylinders having their inner ends adjacent the crankshaft, each cylinder having inner and outer pistons reciprocably disposed therein and forming a combustion chamber therebetween, two pushrods each of which drivingly couples a respective inner piston to a correponding journal on the crankshaft, two pullrods each of which drivingly couples a respective outer piston to another corresponding journal on the crankshaft, and wherein the geometrical configurations and masses of those parts are selected so as to minimize the dynamic imbalance of the engine during its operation.

3. An internal combustion engine as in claim 2 wherein the product of the effective mass of each outer piston times the throw of the associated crankshaft journal is essentially equal to the product of the effective mass of each inner piston times the throw of its associated crankshaft journal, so that the dynamic imbalance due to the inner pistons substantially cancels the dynamic imbalance due to the outer pistons.

4. An internal combustion engine as in claim 2 wherein the single crankshaft has at least four journals, one for each piston, and the effective masses of the pistons and the throws of their associated crankshaft journals are selected such that the engine is essentially dynamically balanced.

5. An internal combustion engine as in claim 2 wherein each cylinder has air intake ports and exhaust ports formed near the respective ends of its combustion chamber, and fuel injection means communicating with its combustion chamber.

6. An internal combustion engine as in claim 2 including two pullrod for each cylinder, the two pullrod being on opposite sides of the cylinder, having inner ends that encircle an associated journal of the crankshaft, and having ends remote from the crankshaft that are pivotally coupled to the remote end of the respectively associated outer piston.

7. An internal combustion engine as in claim 2 wherein the pull rod and push rod journals for each cylinder are asymmetrically arranged so that the exhaust ports of the associated cylinder open before its air intake ports open and close before its air intake ports close.

8. An internal combustion engine as in claim 7 wherein the angular relation of the pull rod and push rod journals for each cylinder is about one hundred fifty-five degrees.

9. An internal combustion engine as in claim 7 wherein one cylinder has the air intake ports on its inner end adjacent the crankshaft while the other cylinder has its air intake ports on its outer end remote from the crankshaft.

10. An internal combustion engine as in claim 7 wherein the longitudinal axes of the cylinders are parallel but are offset in opposing directions from the axis of the crankshaft.

11. An internal combustion engine as in claim 7 which includes means for applying pressurized air to the intake ports of each cylinder.

12. An internal combustion engine as in claim 7 which further includes two superchargers, each being coupled to exhaust ports of an associated cylinder to receive blow-down gasses therefrom and to intake ports of that associated cylinder to apply pressurized air thereto.

13. An internal combustion engine as in claim 7 wherein each inner piston on its end remote from the combustion chamber has a smooth end face that is convexly curved in a plane perpendicular to the longitudinal axis of the crankshaft, and wherein an associated pushrod assembly includes a connecting rod coupled to one journal on the crankshaft and having a concavely shaped outer end surface that slidingly engages the curved end face of the inner piston;

the effective length of each pushrod then including the radius of the convexly curved end face of the associated inner piston.

14. An internal combustion engine comprising a single crankshaft having at least four separate journals, two opposed cylinders having their inner ends adjacent the crankshaft, each cylinder also having inner and outer pistons reciprocably disposed therein to form a combustion chamber therebetween, each cylinder having air intake ports and exhaust ports formed near its respective ends and fuel injection means communicating with its combustion chamber, push rods drivingly coupling the respective inner pistons to respective journals on the crankshaft, pull rods drivingly coupling the respective outer pistons to other respective journals on the crankshaft, and wherein the masses and geometrical configurations of those parts are selected so as to minimize the dynamic imbalance of the engine during its operation.

15. An internal combustion engine as in claim 14 wherein the pull rod and push rod journals for each cylinder are asymmetrically arranged so that the exhaust ports of the associated cylinder open before its air intake ports open, and close before its air intake ports close.

16. An internal combustion engine as in claim 15 wherein one cylinder has the air intake ports on its inner end adjacent the crankshaft while the other cylinder has its air intake ports on its outer end remote from the crankshaft.

17. An internal combustion engine as in claim 15 wherein the angular relation of the pull rod and push rod journals for each cylinder is about one hundred fifty-five degrees.

18. An internal combustion engine as in claim 16 wherein the longitudinal axes of the cylinders are parallel but not coaxial.

19. An internal combustion engine as in claim 15 wherein each inner piston on its end remote from the combustion chamber has a smooth end face that is convexly curved in a plane perpendicular to the longitudinal axis of the crankshaft, and wherein an associated pushrod assembly includes a connecting rod coupled to one journal on the crankshaft and having a concavely shaped outer end surface that slidingly engages the curved end face of the inner piston.

20. An internal combustion engine as in claim 15 wherein the product of the effective mass of each outer piston times the throw of the associated crankshaft journal is essentially equal to the product of the effective mass of each inner piston times the throw of its associated crankshaft journal.

21. An internal combustion engine as in claim 14 including two pullrods for each cylinder, the two pullrods being on opposite sides of the cylinder, having inner ends that encircle an associated journal on the crankshaft, and having ends remote from the crankshaft that are pivotally coupled to the remote end of the respective associated outer piston.

22. An opposed-piston, opposed-cylinder two-stroke internal combustion engine comprising:

1) A pair of opposed cylinders, each cylinder having two pistons reciprocably mounted therein, the two pistons in each cylinder forming a combustion chamber between them;

2) A single crankshaft located centrally between the two cylinders, the crankshaft having a plurality of journals;

3) Each cylinder further having

a) an inner end and an outer end, the inner end of each cylinder being adjacent to the single crankshaft;

b) a cylinder wall with intake ports and exhaust ports, with one of the pistons in each cylinder operable to cover and uncover the intake ports in the cylinder wall, and the other piston in each cylinder operable to cover and uncover the exhaust ports in the cylinder wall, the intake ports in one cylinder being located towards the inner end of the cylinder and the exhaust ports located towards the outer end of the cylinder, the intake ports in the other cylinder being located towards the outer end of the cylinder and the exhaust ports located towards the inner end of the cylinder;

c) the cylinder walls further having one or more slots towards the outer end;

4) A pair of pushrods assemblies, one pushrod assembly coupling a pushing force from the innermost piston in each cylinder to a journal on the crankshaft;

5) A pair of lightweight pullrod assemblies, one pullrod assembly coupling a pulling force from the outermost piston in each cylinder to a different journal on the crankshaft, the pullrod assemblies communicating with the pistons through the slots in the cylinder walls; and

6) The crankshaft journals being angularly positioned such that the dynamic forces within the engine substantially balance.

23. The opposed-piston, opposed-cylinder two-stroke internal combustion engine of claim 22, wherein the crankshaft journals are further angularly positioned such that the timing of the pistons controlling the exhaust ports in each cylinder is advanced with respect the piston controlling the intake ports, and such that the exhaust ports close prior to the closing of the intake ports, such that the air pressure within the combustion chambers may be controlled independently of the exhaust port back pressure.

24. The opposed-piston, opposed-cylinder two-stroke internal combustion engine of claim 23, wherein the angular advancement of the pistons controlling the exhaust ports with respect to the pistons controlling the intake ports is approximately 25 degrees of crankshaft rotation.

25. The opposed-piston, opposed-cylinder two-stroke internal combustion engine of claim 22, further comprising direct injection of fuel into the combustion chambers formed between the two pistons of each cylinder.

26. The opposed-piston, opposed-cylinder two-stroke internal combustion engine of claim 22, further comprising compression ignition of the air/fuel mixture within each cylinder.