internal combustion engine

Abstract

An internal combustion engine has an integral cylinder block. The integral cylinder block defines a cylinder blind bore terminating within the integral cylinder block. A piston is inserted into the cylinder bore from the bottom end of the cylinder bore. A first vertical plane and a second vertical plane extend parallel to a first lateral side and a second lateral side of the cylinder bore. A cylinder region is defined between the first vertical plane and the second vertical plane. A crosshead is connected to the piston. A first crankshaft has a first crankshaft axis extending parallel to the first vertical plane and located outside the cylinder region. A second crankshaft has a second crankshaft axis extending parallel to the second vertical plane and located outside the cylinder region. The first crankshaft is connected to the crosshead via a first connecting rod, and the second crankshaft is connected to the crosshead via a second connecting rod.

Description

Technical Field

[0001] This disclosure generally relates to internal combustion engines. More specifically, this disclosure relates to the layout, components, construction techniques, and materials of internal combustion engines. Background Technology

[0002] In a reciprocating internal combustion engine, the cylinder block is the main structural component. The cylinder block contains one or more cylinder bores. The cylinder head is typically attached to the upper end of the cylinder block. The cylinder block and cylinder head together house the cylinder bores, pistons, and combustion chamber. Each piston moves up and down within its corresponding cylinder bore. Connecting rods connect the pistons to the crankshaft. The crankshaft can be located within a crankcase attached to the bottom of the cylinder block, or it can be located within the cylinder block itself. The connecting rods convert the piston's translational motion into the crankshaft's rotational motion. Summary of the Invention

[0003] There is still room for improvement in engine design and configuration. For example, improvements include increasing efficiency, expanding applicability to new clean fuels, reducing engine size and weight to broaden applications, and reducing emissions, including the generation of carbon dioxide, carbon monoxide, nitrogen oxides, and soot.

[0004] The main components of a traditional internal combustion engine can include the cylinder head, cylinder block, and crankcase. In some cases, it may be beneficial to combine one or more of these main components into a single unit. By combining one or more of these main components, the engine can operate at a higher compression ratio with a lower risk of failure. For example, combining two or more main components can increase mechanical rigidity, reduce the risk of failure due to accidental separation or gasket / seal failure, and / or reduce or eliminate potential gas and / or fluid leakage. While combined components can offer these advantages, they can also have disadvantages, such as difficulty in accessing the engine's internal areas. Therefore, even when combining components, the engine layout must be carefully considered.

[0005] Certain features, aspects, and advantages of this disclosure relate to improvements in internal combustion engines. These features, aspects, and advantages are applicable to two-stroke and / or four-stroke thermal engine cycles, as well as engines using different ignition types, including compression ignition engines, spark ignition engines, and / or stratified compression ignition engines and / or homogeneous charge compression ignition engines.

[0006] Some configurations involve engine components, layouts, or both, which can offer a variety of different advantages. In some configurations, these components, layouts, or both can reduce the number of parts and / or simplify manufacturing. Depending on some configurations, a variety of engine components and materials used for various components can be selected to improve one or more of the following: efficiency, lubrication, cooling, production costs, durability, scalability of engine power ratings, maintenance frequency, ease of maintenance, fuel flexibility, emissions, engine balance (which in turn reduces noise and wear), and engine size and / or weight at a given maximum power output.

[0007] Certain features, aspects, and advantages of certain configurations can provide engine designs that can scale from small single-cylinder engines (e.g., for use in garden tools) to large multi-cylinder engines (e.g., for use in turboprop aircraft, ships, large land vehicles, or stationary power plants). Some configurations can be designed to produce power as low as about 1 horsepower. Some configurations can be designed to produce power up to 100,000 horsepower. The maximum horsepower is not necessarily limited depending on the configuration. For example, engine features (e.g., an array of integral cylinder blocks) can be combined for applications requiring even higher horsepower, such as power plants or large ships. Certain features, aspects, and advantages of certain configurations utilize innovative combinations of materials to reduce material costs, decrease engine-related size and weight, provide improved thermal characteristics, and / or similar benefits. Certain features, aspects, and advantages of certain configurations can achieve highly efficient power output. In some configurations according to this disclosure, the engine can outperform existing automotive engines in several metrics (e.g., power-to-weight ratio).

[0008] In some configurations, certain features, aspects, and advantages can facilitate simplified production by using fewer materials and / or fewer rare earth materials compared to existing engine designs. For example, in some configurations, the proportions and total amounts of gray cast iron and aluminum with other materials can differ from existing engine designs. In some configurations, the engine can have fewer components than existing engines, which can improve manufacturability and reliability. As described herein, in some configurations, this engine can have higher thermodynamic efficiency, higher braking efficiency, or both compared to existing engines.

[0009] The systems, methods, and apparatuses described herein are innovative in nature, but no single aspect is essential or solely responsible for its desired properties. Without limiting the scope of the claims, some advantageous features will now be summarized.

[0010] In some aspects, an internal combustion engine includes a cylinder block. The cylinder block defines a cylinder bore. A piston is versibly movable within the cylinder bore between top dead center and bottom dead center. A cylinder liner surrounds the piston in all positions between top dead center and bottom dead center. The cylinder liner includes a first cylinder liner layer having a first thermal conductivity and a second cylinder liner layer having a second thermal conductivity. A cylinder top plate is positioned between the top of the cylinder bore and the top of the cylinder liner. The cylinder top plate includes at least one intake opening. At least one intake opening receives a valve seat. The valve seat cooperates with an intake valve to open and close the intake passage.

[0011] In some respects, cylinder liners include a third cylinder liner layer.

[0012] In some respects, the third cylinder liner layer has a third thermal conductivity.

[0013] In some respects, one or more of the first, second, and third cylinder liner layers are formed of a material selected from Invar alloy, Inconel alloy, stainless steel, ductile gray cast iron, and aluminum.

[0014] In some aspects, internal combustion engines also include baffles. The baffles extend downwards from the top of the cylinder bore into the cylinder bore.

[0015] In some respects, the baffle extends downwards from the top plate of the cylinder.

[0016] In some respects, the baffle is integrated with the cylinder top plate.

[0017] In some respects, the cylinder head plate includes a lower surface, and the baffle extends downward to a height of at least 5 mm below the lower surface of the cylinder head plate.

[0018] In some respects, when the intake valve is open, the baffle covers approximately 25% of the valve curtain area.

[0019] In some respects, the internal combustion engine includes two exhaust valves and two intake valves, and the baffle is positioned such that the two exhaust valves are located on a first lateral side of the baffle, while the two intake valves are located on a second lateral side of the baffle.

[0020] In some aspects, the baffle is made of materials with a thermal conductivity of less than 15 W / m. K is formed from materials.

[0021] In some aspects, the baffle is made of Inconel alloy.

[0022] In some respects, the piston includes a piston crown. The piston crown has a recess that accommodates a baffle when the piston is at top dead center.

[0023] In some respects, the cylinder top plate and cylinder liner are formed as a single unit.

[0024] In some respects, the cylinder top plate includes a multi-layered structure.

[0025] In some respects, the multi-layered structure includes a first cylinder top plate layer and a second cylinder top plate layer.

[0026] In some respects, the multilayer structure includes a third cylinder top plate layer, and each of the first, second, and third cylinder top plate layers has a different thermal conductivity.

[0027] In some respects, at least one of the first cylinder top plate layer, the second cylinder top plate layer, and the third cylinder top plate layer includes a material configured to cushion vibrations or impacts.

[0028] In some respects, the cylinder top plate includes a central opening to accommodate the fuel injector.

[0029] In some respects, the cylinder top plate is secured in place within the cylinder bore by nuts that are attached to the injector.

[0030] In some respects, the cylinder top plate has an outer perimeter that defines a circular shape.

[0031] In some aspects, the cylinder head plate includes a lower surface, and the lower surface of the cylinder head plate includes a recessed disc shape in the central portion.

[0032] In some respects, the piston comprises a first part and a second part, which are formed of different materials and fixed together.

[0033] In some respects, the piston also includes a third part, and the uppermost part is defined by a thermal conductivity of less than 15 W / m. The piston top is formed from K material.

[0034] In some respects, the piston includes a central orifice that defines a piston oil passage to supply oil to an oil labyrinth formed within the piston, thereby supplying oil to one or more piston rings.

[0035] In some aspects, an internal combustion engine includes a cylinder block. The cylinder block defines a cylinder bore. The cylinder bore includes an upper end terminating within the cylinder block, thereby defining a top wall of the cylinder bore. A piston is reciprocating within the cylinder bore between top dead center and bottom dead center. The piston is insertable into the cylinder bore from its bottom end. A first vertical plane extends along a first transverse side of the cylinder bore. A second vertical plane extends along a second transverse side of the cylinder bore. The first and second vertical planes are parallel to each other. A cylinder region is defined between the first and second vertical planes. A crosshead is connected to the piston. The crosshead extends laterally outward from the piston and through the first and second vertical planes. A first crankshaft has a first crankshaft axis. The first crankshaft axis extends parallel to the first vertical plane and is located outside the cylinder region. A second crankshaft has a second crankshaft axis. The second crankshaft axis extends parallel to the second vertical plane and is located outside the cylinder region. The first crankshaft is connected to the crosshead via a first connecting rod. The second crankshaft is connected to the crosshead via a second connecting rod.

[0036] In some respects, the piston and crosshead are connected at the crosshead connection point, and at all times of piston movement, the first crankshaft axis and the second crankshaft axis are vertically higher than the crosshead connection point.

[0037] In some respects, an angle of at least 45 degrees is defined between the first crankshaft axis and the horizontal plane extending through the crosshead connection point.

[0038] In some respects, the crosshead includes one or more hinged components.

[0039] In some respects, when viewed perpendicular to the first and second vertical planes, the cylinder block comprises a trapezoidal cross-section.

[0040] In some respects, internal combustion engines are configured to withstand compression ratios exceeding 50:1.

[0041] In some respects, internal combustion engines are configured to withstand compression ratios exceeding 100:1.

[0042] In some respects, the first crankshaft falls into the first crankcase with an upward opening, and the second crankshaft falls into the second crankcase with an upward opening.

[0043] In some respects, the first crankcase cover and the second crankcase cover are positioned on opposite sides of the cylinder bore.

[0044] In some respects, the first crankcase cover includes at least one journal placing, and the second crankcase cover includes at least one journal placing.

[0045] In some respects, a first crankcase cover is mounted to a first crankcase face of the cylinder block, a second crankcase cover is mounted to a second crankcase face of the cylinder block, and the first crankcase face is inclined downward and outward at a first crankcase face angle of 15 to 30 degrees from the vertical direction, and the second crankcase face is inclined downward and outward at a second crankcase face angle of 15 to 30 degrees from the vertical direction.

[0046] In some respects, the first crankcase face angle is about 20 degrees or about 25 degrees, and the second crankcase face angle is about 20 degrees or about 25 degrees.

[0047] In some respects, the first cooling structure is located on a first side of the cylinder bore, above a portion of the cylinder bore, and above a portion of the first crankshaft, and the second cooling structure is located on a second side of the cylinder bore, above a portion of the cylinder bore, and above a portion of the second crankshaft.

[0048] In some respects, the first cooling structure includes multiple heat sinks, and the second cooling structure includes multiple heat sinks.

[0049] In some respects, the heat sinks of the first cooling structure are made of copper, and the heat sinks of the second cooling structure are also made of copper.

[0050] In some respects, a first cover covers a first cooling structure to define a first water channel, and a second cover covers a second cooling structure to define a second water channel.

[0051] In some respects, a portion of the first cooling structure is located between the exhaust port and the first crankshaft.

[0052] In some respects, a portion of the second cooling structure is located between the air intake and the second crankshaft.

[0053] In some respects, the second cylinder bore is positioned adjacent to the cylinder bore, and the distance between the cylinder bore and the second cylinder bore is approximately 10% to 20% of the cylinder bore diameter.

[0054] In some respects, the first crankshaft includes a crank arm, and the distance from the center of the crank arm to the axis of the first crankshaft is 25% to 40% of the piston stroke length.

[0055] In some respects, at least a portion of each of the first and second links is formed of carbon fiber composite material.

[0056] In some respects, the joint between the first connecting rod and the crosshead traces a narrow, elongated figure-eight shape throughout the piston's entire stroke.

[0057] In some respects, the height of the narrow, elongated figure-eight shape is limited by the piston stroke length, and the width is about 1 / 10 of the piston stroke length.

[0058] In some respects, the internal combustion engine is configured as one of the following: an inline engine, a opposed balanced engine, and a captured free piston engine.

[0059] In some respects, the first crank and the second crank are configured to have motions that are synchronous and opposite to each other.

[0060] Although several constructions, examples, and illustrations are disclosed below, this disclosure extends beyond the specific disclosed configurations, examples, and illustrations, and includes other uses of this disclosure. The terminology used herein should not be construed as limiting or restrictive merely because of its use in conjunction with the detailed description of some specific configurations of this disclosure. Attached Figure Description

[0061] Throughout the accompanying drawings, reference numerals may be used repeatedly to indicate the general correspondence between referenced elements. The drawings are provided to illustrate exemplary configurations described herein and not to limit the scope of this disclosure.

[0062] Figure 1 A schematic diagram of a portion of an internal combustion engine employing at least two integral cylinder blocks is shown.

[0063] Figure 2 A schematic cross-sectional view of an inline engine configuration with an integral cylinder block is shown.

[0064] Figure 3 A schematic cross-sectional view of a V-type engine configuration employing at least two integral cylinder blocks is shown.

[0065] Figure 4 A schematic cross-sectional view of a W-type engine configuration employing at least eight integral cylinder blocks is shown.

[0066] Figure 5 A schematic cross-sectional view of an opposed engine employing at least two integral cylinder blocks is shown.

[0067] Figure 6 An exploded view of at least a portion of an inline configuration of an internal combustion engine employing an integral cylinder block is shown.

[0068] Figure 7 The assembly state is shown. Figure 6 The internal combustion engine.

[0069] Figure 8 A partial schematic diagram shows various injector positioning achieved by an alternative configuration of an internal combustion engine employing an integral cylinder block.

[0070] Figure 9 and Figure 10 An example of two crankshafts that can be used with an internal combustion engine that employs an integral cylinder block is shown.

[0071] Figure 11 and Figure 12 Two crankshafts with balanced counterweights are shown that can be used with internal combustion engines employing an integral cylinder block.

[0072] Figure 13 It shows that it can be positioned in Figures 9 to 12 An example of an oil passage within a crankshaft.

[0073] Figure 14 and Figure 15 An example connecting rod that can be used with an internal combustion engine that employs an integral cylinder block is shown.

[0074] Figures 16 to 19 The diagram shows the construction of various connecting rods that can be used with internal combustion engines employing an integral cylinder block.

[0075] Figure 20 It shows the relationship with Figure 15 The linkage connection Figure 14 The connecting rod.

[0076] Figure 21 It shows Figure 20 End view of the layout.

[0077] Figure 22 Two pairs of crankshafts are shown. Figure 14 and 15 The connecting rod.

[0078] Figure 23 An example of an oil passage formed within a non-forked connecting rod is shown.

[0079] Figures 24 to 27 A side view is shown of a connecting rod with different shapes and profiles that can be used with an internal combustion engine employing an integral cylinder block.

[0080] Figure 28 This is a side view of the connecting rod using carbon fiber.

[0081] Figure 29 It is along Figure 28 The line 29-29 was cut off Figure 28 A sectional view of the connecting rod.

[0082] Figure 30 and Figure 31 An example of two links connected to the crosshead is shown.

[0083] Figure 32 and Figure 33 An example of two pistons connected to the crosshead is shown.

[0084] Figure 34 and Figure 35 Two hinged crosshead configurations are shown.

[0085] Figure 36 A side view of an example of an articulated capture-type free piston crosshead is shown.

[0086] Figure 37 It shows a piston connected to it. Figure 34 The crosshead.

[0087] Figure 38 It shows a piston connected to it. Figure 35 The crosshead.

[0088] Figure 39 and Figure 40 Two configurations of the non-hinged crosshead are shown.

[0089] Figure 41 It shows Figure 39 and Figure 40 The top view of the crosshead shown.

[0090] Figure 42 It shows a connection between a piston and a connecting rod. Figure 39 and Figure 40 The crosshead shown.

[0091] Figures 43 to 45 Other configurations of crossheads and pistons that can be used with internal combustion engines using an integral cylinder block are shown.

[0092] Figure 46 and Figure 47 The image shows a crosshead with a cross-linked or accordion-like structure in both expanded and contracted states.

[0093] Figure 48 It is used for Figure 46 and Figure 47 Side view of the crosshead connecting rod.

[0094] Figure 49 yes Figure 48 Top view of the connecting rod.

[0095] Figure 50 It is used for Figure 46 and Figure 47 A side view of another link of the crosshead.

[0096] Figure 51 yes Figure 50 Top view of the connecting rod.

[0097] Figure 52 It shows a connection between a piston and a connecting rod. Figure 46 and Figure 47 The crosshead.

[0098] Figures 53 to 56Other views of the cross-linked floating crosshead are shown.

[0099] Figure 57 A cross-sectional view of an example piston and piston top plate is shown.

[0100] Figure 58 A cross-sectional view of another example piston and its mechanically connected piston top plate is shown.

[0101] Figure 59 and Figure 60 Two views of a hinged piston with an attached piston top plate are shown.

[0102] Figure 61 A side view of a portion of an internal combustion engine with a baffle extending into the combustion chamber is shown schematically.

[0103] Figure 62 and Figure 63 The piston top plate and baffle are shown, wherein, Figure 62 A removable baffle is shown. Figure 63 A baffle integrally formed with the top plate is shown.

[0104] Figure 64 and Figure 65 The bottom and side views of the baffle relative to the valve and piston top plate are shown respectively.

[0105] Figure 66 and Figure 67 The diagram shows a bottom view and a schematic cross-sectional side view of the baffle relative to the valve and piston top plate.

[0106] Figures 68 to 71 An example of a piston top plate that can be used with a baffle is shown.

[0107] Figures 72 to 74 Examples of baffles with different numbers of intake and exhaust valves are shown.

[0108] Figure 75 and Figure 76 A baffle with a valve receiving recess is shown.

[0109] Figure 77 A schematic diagram of a layered cylinder liner is shown.

[0110] Figure 78 A schematic diagram of the layered cylinder top plate is shown.

[0111] Figure 79 A schematic diagram of the layered piston top plate is shown.

[0112] Figure 80 An example configuration of the cylinder bore, cylinder top plate, and piston head top is shown, all of which are multi-layered structures.

[0113] Figure 81 A partial view of components of an example configuration of an internal combustion engine with an integral cylinder block is shown, wherein the exhaust port includes an exhaust port bushing containing one or more thermal materials.

[0114] Figure 82 Some configurations of cooling structures that can be used to transfer heat from an internal combustion engine using an integral cylinder block are shown.

[0115] Figure 83 Other examples of cooling features that can be used with internal combustion engines using an integral cylinder block are shown.

[0116] Figure 84 A camshaft cover that can be used with an internal combustion engine having an integral cylinder block is shown.

[0117] Figure 85 It shows a cooling structure and other auxiliary components. Figure 1 The configuration of the internal combustion engine.

[0118] Figure 86 A bottom view of an example configuration of the substrate is shown.

[0119] Figures 87 to 90 Examples of various base plates that can be used with internal combustion engines employing an integral cylinder block are shown.

[0120] Figures 91 to 102 Examples of internal combustion engines employing a monolithic cylinder block with a base plate, reinforcements, and no reinforcements are shown. Detailed Implementation

[0121] First refer to Figure 1 The diagram schematically illustrates a portion of an internal combustion engine 100. The internal combustion engine 100 is a thermal engine that generates mechanical energy through combustion (e.g., the combustion of a fuel-air mixture). While the engine designed according to this disclosure can use a two-stroke cycle or a four-stroke cycle, certain advantages may be more fully realized in a two-stroke engine.

[0122] Examples of internal combustion engines with an integral cylinder block Figure 1 The internal combustion engine 100 shown includes an integral cylinder block 102. More specifically, Figure 1 The internal combustion engine 100 shown includes at least two integral cylinder blocks. However, in some configurations, the internal combustion engine may be formed using a single integral cylinder block 102.

[0123] The integral cylinder block 102 differs in construction from the removable cylinder block and cylinder head assemblies commonly used in traditional reciprocating internal combustion engines. In those traditional reciprocating internal combustion engines, the cylinder head assembly is bolted to the cylinder block, with a gasket between them. The cylinder head assembly and cylinder block together define the combustion chamber, while the cylinder block defines the cylinder bore.

[0124] However, in the configuration shown, the parts that are considered to be the cylinder head and cylinder block in a conventional reciprocating internal combustion engine are integrated into a single component to define at least a portion of the integral cylinder block 102. Figure 1 The integral cylinder block 102 shown can be formed as a single component defining the combustion chamber 104 and the cylinder bore 106. In some configurations, the integral cylinder block 102 can be an integral component defining the combustion chamber 104 and the cylinder bore 106. In some configurations, the integral cylinder block 102 can define more than one combustion chamber and / or more than one cylinder bore.

[0125] The integral cylinder block 102 shown covers, encloses, and / or surrounds at least a portion of the combustion chamber 104 and the cylinder bore 106 associated with the combustion chamber 104. In some configurations, the integral cylinder block 102 covers, encloses, and / or surrounds at least a majority of the combustion chamber 104 and the cylinder bore 106. In some configurations, the integral cylinder block 102 covers, encloses, and / or surrounds the combustion chamber 104 and the entire cylinder bore 106. In other words, the combustion chamber 104 and the cylinder bore 106 may be defined within the integral cylinder block 102.

[0126] The piston 110 is positioned within the cylinder bore 106. The piston 110 is configured to reciprocate within the cylinder bore 106. In some configurations, the piston 110 is inserted into the integral cylinder block 102 from the bottom. In other words, because the combustion chamber 104 and the cylinder bore 106 are formed inward from the bottom of the integral cylinder block 102 (i.e., similar to a blind bore), the piston 110 is inserted into the cylinder bore 106 from the bottom of the integral cylinder block 102. Several configurations of the piston 110 will be discussed below.

[0127] Piston 110 is connected to two crankshafts 112. The two crankshafts 112 in the internal combustion engine 100 are located on opposite sides of cylinder bore 106. In at least some configurations, a plane CP is defined by the central axis of the two crankshafts 112, and the plane CP is located above the upper surface of piston 110 when piston 110 is located in the cylinder bore 106 at its furthest point from combustion chamber 104 (i.e., at bottom dead center).

[0128] Depending on the configuration of the internal combustion engine 100 using the integral cylinder block 102, the number of crankshafts 112 and / or their rotation relative to each other can vary. In some configurations, each integral cylinder block 102 carries two or more counter-rotating crankshafts 112. In some configurations, there can be an even number of crankshafts 112. Two crankshafts 112 can be positioned on either side of the piston 110 (i.e., the piston is located between the two crankshafts 112). When the piston is at top dead center, the central axis (i.e., the axis of rotation) of the crankshaft 112 can be located at the top of the cylinder bore 106 and / or below the piston 110, but when the piston is at bottom dead center, it is located at the lower end of the cylinder bore and / or above the piston 110. In some configurations, the central axis of the crankshaft 112 can be located above the connection point between the crosshead 114 and any connecting rod 116 connected to the crosshead 114.

[0129] In the illustrated configuration, two crankshafts 112 are at least partially housed within the integral cylinder block 102. In the illustrated configuration, the two crankshafts 112 are accessible from the outside of the integral cylinder block 102. More specifically, in the illustrated configuration, the two crankshafts 112 can be inserted from either the top side (i.e., the side generally opposite the opening in the integral cylinder block 102 defined by the cylinder bore 106) or the lateral side of the integral cylinder block 102. The two crankshafts 112 can be accessed from the outside of the integral cylinder block 102 from a side different from the side of the integral cylinder block 102 accessible to the piston 110.

[0130] Two crankshafts 112 are connected to a crosshead 114. In the illustrated configuration, the crosshead 114 can be both detached from and connected to the piston 110. As described below, in some configurations, the crosshead 114 can be integrally formed with at least one piston 110 as a single piece. The crosshead 114 can be triangular or Eiffel Tower shaped. The crosshead 114 can withstand tensile and compressive forces. Therefore, in some configurations, the crosshead 114 can be formed of a material with high mechanical strength, such as iron or steel. Several constructions of the crosshead 114 will be discussed below.

[0131] Each of the two crankshafts 112 is connected to the crosshead 114 via one or more connecting rods 116. As will be discussed further below, due to the positioning and use of the two crankshafts 112, the connecting rods 116 operate primarily or almost entirely under tension during the movement of the piston 110. Several constructions of the connecting rods 116 will be discussed below.

[0132] The crosshead / connecting rod axis is defined at the connection point between the connecting rod 116 and the crosshead 114. In the illustrated internal combustion engine 100, a sliding pin 120 connects the connecting rod 116 to the crosshead 114. In some configurations, a plane CP defined by the central axes of the two crankshafts 112 lies between the combustion chamber 104 and the plane CC defined by the crosshead / connecting rod axis.

[0133] A crosshead 114, together with connecting rod 116 and a pair of crankshafts 112, defines an assembly that restricts the movement of piston 110 to linear motion only (allowing minor variations due to tolerance deviations). The movement of piston 110 is along a cylinder axis (e.g., the central axis of cylinder bore 106). Depending on some configurations, piston 110 may move only parallel (e.g., substantially only parallel) to the centerline of cylinder bore 106, with little or no lateral, rocking, or slapping forces. Restricting the movement of piston 110 reduces lateral forces and stress loads on piston 110 and the walls defining cylinder bore 106. This configuration can provide significant advantages, including reduced wear on piston sidewalls, piston rings, and / or cylinder / cylinder bushing walls. In some cases, this arrangement can provide the advantage of reduced frictional heat and functional losses. Combustion materials (e.g., fuel and air) are delivered to internal combustion engine 100 for combustion in combustion chamber 104. Internal combustion engine 100 includes at least one intake valve opening 122 and / or at least one fuel injector 124. The flow into the combustion chamber 104 through the intake valve opening 122 can be controlled by the intake valve 126.

[0134] The internal combustion engine 100 can discharge combustion products through at least one exhaust valve opening 130. The flow out of the combustion chamber 104 through the exhaust valve opening 130 can be controlled by the exhaust valve 132. The exhaust gas through the exhaust valve opening 130 enters the exhaust passage 134.

[0135] The internal combustion engine 100 may include one or more cooling components 136. The illustrated internal combustion engine 100 has fins, cooling pipes, and / or cooling plates (collectively referred to as one or more cooling components 136). The one or more cooling components 136 may be positioned near the combustion chamber 104. The one or more cooling components 136 can be used to prevent or at least reduce the possibility of overheat buildup in the combustion chamber 104. Otherwise, excessive heat could cause damage to engine components or premature degradation of the lubricant. Furthermore, regulating the temperature of the combustion chamber 104 can allow the use of less expensive lubricants (e.g., avoiding the use of more expensive lubricants suitable for temperatures above the typical operating temperature of the internal combustion engine). Several different cooling components 136 will be described below.

[0136] refer to Figures 1 to 5 Two or more integral cylinder blocks can be paired in various configurations for use in an internal combustion engine 100 employing integral cylinder blocks 102. Multiple integral cylinder blocks 102 can be positioned side-by-side and / or end-to-end. Figures 2 to 5 Various non-limiting configurations of an internal combustion engine having one or more integral cylinder blocks 102 are shown. Figure 2 A schematic diagram of an inline engine configuration is shown. Figure 3 A schematic diagram of a V-type engine configuration is shown. Figure 4 A schematic diagram of the W-type engine configuration is shown. Figure 5 A schematic diagram of an opposed-type engine is shown. (For example...) Figures 1 to 5 As shown, the modularity provided by the integral cylinder block 102 is beneficial for constructing various types of engines.

[0137] In similar Figures 1 to 5 In the illustrated configuration, multiple integral cylinder blocks 102 can be connected together via a base plate 140. The base plate 140 can be used to mount integral cylinder blocks side-by-side and / or end-to-end. For example, multiple integral cylinder blocks 102 can be paired into opposed balanced configurations, opposed compact configurations, and / or opposed captured free piston configurations. In some configurations, such as in an inline configuration, integral cylinder blocks 102 may not be paired with another. The advantage of the opposed balanced configuration is that it can balance all piston-related forces, including primary, secondary, and rocking forces in two-stroke and four-stroke configurations, and in two-stroke configurations, it can balance all forces, including all forces related to the piston and valve, as well as the valve mechanism.

[0138] The internal combustion engine 100 may also include any number of auxiliary components. For example, Figure 1 The internal combustion engine 100 shown includes an intake chamber 142, a scavenging blower / turbocharger 144, and / or an oil pan 146. Other components may also be used to improve the performance of the internal combustion engine 100.

[0139] The integral cylinder block 102 provides several unique advantages to the internal combustion engine 100 using it over conventional internal combustion engine configurations. For example, defining the combustion chamber 104 within the integral cylinder block 102 allows the internal combustion engine 100 to withstand extremely high compression pressures. This is because the gasket connection between the cylinder head and cylinder block, a point where high compression pressures would cause failure, is no longer present. For example, in the illustrated internal combustion engine 100 employing the integral cylinder block 102, the compression ratio can be approximately 10:1, approximately 20:1, approximately 30:1, approximately 40:1, approximately 50:1, approximately 75:1, approximately 100:1, any value between these values, or higher or lower depending on the specific engine design. In other words, the illustrated internal combustion engine 100 can be modified to achieve the desired compression ratio.

[0140] In contrast, conventional internal combustion engines that burn gasoline typically have compression ratios of approximately 6:1 to 10:1; and conventional internal combustion engines that burn diesel typically have compression ratios of approximately 12:1 to 20:1. Therefore, the internal combustion engine 100 using an integral cylinder block 102 can have a higher final compression ratio than conventional engines. In some configurations, the final compression ratio can exceed 50:1. In some configurations, the engine according to this disclosure can have a final compression ratio of 200:1 or higher. This high compression ratio can be achieved through construction that typically reduces the areas most likely to fail under the high pressures generated by the high compression ratio.

[0141] These higher-than-standard compression ratios can be more easily achieved in an internal combustion engine 100 using an integral cylinder block 102. The advantages of the configuration of the internal combustion engine 100 with an integral cylinder block 102 can be extended in size. This ability to extend size results in the engine's maximum power output being extended, for example, from 1 horsepower to 1 million horsepower.

[0142] The internal combustion engine 100 using an integral cylinder block 102 can be flexible in terms of fuel type, at least in part because of the high compression pressure that can be generated within the combustion chamber 104. For example, some features, aspects, and advantages of the internal combustion engine 100 with an integral cylinder block 102 can be used with compression-ignition fuels, while others can be used with spark-ignition fuels, and still others can be used with any fuel, including spark-ignition fuels and / or compression-ignition fuels.

[0143] The integral cylinder block 102 construction also makes the internal combustion engine 100 using the integral cylinder block 102 lighter than a conventional reciprocating internal combustion engine of the same power. The internal combustion engine 100 using the integral cylinder block 102 can also achieve other advantages. For example, some of these advantages may include, but are not limited to, reducing fuel energy converted into waste heat, increasing and more efficient cooling, increasing boost air compression, reducing the number of parts, lowering production costs, reducing stress concentration in the high-temperature and high-pressure areas of the integral cylinder block, improving the metal grain structure in the high-pressure and high-temperature areas of the integral cylinder block, extending engine life, expanding the engine's operating environment range, extending maintenance intervals, and / or eliminating engine and engine component failures due to failure of the engine block and engine cover.

[0144] By combining the cylinder head and cylinder block into a single-piece cylinder block 102, problems such as stress on the cylinder head gasket used to seal the connection between the cylinder block and cylinder head can be avoided. In some configurations, the single-piece cylinder block 102 facilitates the construction of an internal combustion engine 100 that can have reduced waste heat generation, improved heat dissipation, or both. In some configurations, the single-piece cylinder block 102 helps to construct an internal combustion engine 100 that can utilize space and volume more efficiently. For example, depending on the configuration, an internal combustion engine 100 using a single-piece cylinder block 102 can have a smaller size for a given horsepower compared to a conventional reciprocating engine design.

[0145] In some configurations, the internal combustion engine 100 using an integral cylinder block 102 can have a reduced size and / or weight per maximum horsepower output compared to conventional inline, V-type, VR-type, W-type, X-type, opposed, horizontally opposed, horizontal, and / or radial piston engine configurations. Compared to radial engine configurations, including older engine configurations (such as Wankel engines) and newer engine configurations (including liquid pistons and related configurations), the internal combustion engine 100 using an integral cylinder block 102 can have a reduced size and / or weight per maximum horsepower output. Compared to most gas turbine engines, the internal combustion engine 100 using an integral cylinder block 102 can have a reduced size and / or weight per maximum horsepower output.

[0146] This continuous reduction in size and / or weight per maximum horsepower output means that some configurations of the internal combustion engine 100 using the unibody cylinder block 102 are well-suited for applications requiring small size and / or weight for a given power output, such as in aircraft. In another example, the internal combustion engine 100 using the unibody cylinder block 102 can be paired with an electric motor in a hybrid vehicle (e.g., it can include a range extender used as an electric vehicle), including in aircraft. In yet another example, the internal combustion engine 100 using the unibody cylinder block 102 can offer benefits in engine retrofit applications, where the reduced size and / or weight provides convenience and flexibility for retrofit applications, such as when owners of existing vehicles require improved efficiency, reduced emissions, and / or increased power.

[0147] In some configurations, the internal combustion engine 100 using an integral cylinder block 102 can have a lower piston speed for a given horsepower compared to some other reciprocating engines, which can provide several benefits. For example, the lower piston speed in the internal combustion engine 100 using an integral cylinder block 102 can help reduce engine failures, increase durability and / or extend maintenance intervals, which can make such an engine more suitable for continuous use or for aircraft.

[0148] While increasing the compression ratio can be an advantage of the internal combustion engine 100 using a monolithic cylinder block 102, other advantages may exist besides achieving a higher compression ratio. For example, in some configurations, the monolithic cylinder block 102 offers greater flexibility in the placement of injectors, spark plugs, etc., because there is no seam between the cylinder head and the cylinder block. For instance, in engine designs with removable cylinder heads and cylinder blocks, it is important to avoid the seam between the cylinder head and the cylinder block, as interfering with the seam may compromise seals, structural integrity, or both. Compared to conventional engines, the internal combustion engine 100 using a monolithic cylinder block 102 allows for many additional advantages, including better lubrication, better balance, better thermal management, and a smaller and lighter engine for any given power input.

[0149] integral cylinder block Now for reference Figure 6 , Figure 1 The internal combustion engine 100 is shown in an exploded schematic diagram. The integral cylinder block 102 can be formed using any suitable technology and any suitable material. For example, materials can be selected for specific use cases. In some configurations, the integral cylinder block 102 can be made of a variety of metals and / or alloys, including but not limited to aluminum or aluminum alloys, which can reduce the weight of the internal combustion engine 100 using the integral cylinder block 102 compared to conventional engines with similar horsepower output. As another example, the integral cylinder block 102 can be made of iron, for example, but not limited to, which can provide increased strength, reduced cost, or both.

[0150] When viewed in a cross-section perpendicular to the rotation axes of the two crankshafts 112, the integral cylinder block 102 can have a generally triangular shape. This generally triangular shape is, for example, in… Figure 1 and Figure 6 As shown in the diagram, the outer surface of the crankshaft 112 on the integral cylinder block 102 can have an angle θ between 0 and 90 degrees relative to the plane CP, which is defined by passing through the central axis of the cylinder bore and parallel to the rotational axes of the two crankshafts 112. In some configurations, the angle θ is between 20 and 70 degrees. In the configuration shown, the angle θ is 45 degrees. Due to this generally triangular construction, forces can be directed to the center of the integral cylinder block 102. The generally triangular shape of the integral cylinder block 102 also provides suitable strength and / or facilitates manufacturing. Advantageously, the generally triangular shape of the integral cylinder block 102 can provide advantages in terms of the relationship between stroke volume and engine volume.

[0151] The geometry of the integral cylinder block 102 allows for various configurations of two pistons 110 arranged in an opposed relationship. In the illustrated configuration, the pistons 110 do not intersect either of the two crankshafts 112 along their reciprocating axes. In the "opposite balanced" configuration, both pistons 110 can be at top dead center simultaneously. In this configuration, forces are better balanced because the pistons 110 move along the same central axis. In the "opposite compact" configuration, the pistons 110 can be offset from each other, with one piston 110 at top dead center and the other at bottom dead center. In both cases, and depending on the number of pistons, primary, secondary, and / or rocking forces can be substantially or completely canceled out, which can improve the overall balance of the internal combustion engine 100 using the integral cylinder block 102. According to some configurations, in the "opposed balanced" configuration, primary, secondary, and / or rocking forces can be canceled out by any even number of pistons 110 (including two pistons 110), while the opposed pistons 110 operate synchronously, placing them in the same cyclic phase at the same time. According to some configurations, the "opposed compact" configuration can provide significant space advantages.

[0152] In some configurations, the "opposed compact" design can utilize captured free pistons, which can provide improved space and / or weight savings for a given engine stroke volume compared to an opposed compact design without captured free pistons. In some configurations, captured free pistons can provide benefits such as reduced forces entering the connecting rods and / or crankshaft. For example, during the expansion phase of a piston cycle, forces can be transmitted to the opposed piston during the compression phase of the cycle. In some configurations, the captured free piston engines described in this paper can have an improved balance compared to some other engines.

[0153] In some configurations (such as double-crankshaft or four-crankshaft in the case of a capture-free piston design), the internal combustion engine can produce a highly balanced configuration, not only due to the counter-rotating characteristics of the double-crankshaft, but also due to the balanced movement of the paired connecting rods.

[0154] As mentioned above, inline configurations have also been considered. Depending on some configurations, an inline configuration can have a greater percentage of the cycle for the downstroke (e.g., from top dead center to bottom dead center) than for the upstroke (e.g., from bottom dead center to top dead center). This approach can result in the power stroke exceeding half the cycle length, which can occur in both two-stroke and four-stroke engine configurations. For example, each cycle can have a larger angle of power stroke. In two-stroke engine variants, this can achieve continuous power and / or significant power overlap even when using only two cylinders.

[0155] Preferably, if there are multiple cylinder bores 106 (which can be positioned side-by-side), the center-to-center spacing between the cylinder bores 106 can be between approximately 10% and approximately 20% (e.g., from 10% to 20%) of the diameter of the cylinder bores 106. In some configurations, the center-to-center spacing between the cylinder bores 106 can be greater than 20%. In some configurations, the spacing between the cylinder bores 106 can be less than 10%. In some configurations, the spacing can be between approximately 5% and approximately 10%. The spacing between the cylinder bores 106 can provide space for cylinder bushings, crankshaft bearings, camshaft bearings, etc. When calculating the percentage of the diameter of the cylinder bores 106, the diameter is calculated as the diameter after being reduced by any cylinder bushing.

[0156] Figure 6 An exploded view of an inline configuration of an internal combustion engine 100 using an integral cylinder block 102 is shown. Figure 7 The assembly state is shown. Figure 6 The internal combustion engine 100. The internal combustion engine 100 can be a two-stroke engine.

[0157] As shown, the integral cylinder block 102 can be mounted to the base plate 140. The mounting area 150 of the integral cylinder block 102 can be positioned at the bottom of the integral cylinder block 102. The mounting area 150 in the illustrated configuration includes a central recess 152. The central recess 152 is recessed from the bottom of the integral cylinder block 102 toward the combustion chamber 104. In some configurations, the central recess includes upwardly sloping sidewalls terminating at the edge of the unlined cylinder bore 106. This configuration can reduce the overall size of the internal combustion engine 100 while providing sufficient strength.

[0158] Mounting area 150 may include a plurality of external mounting holes 154 and a plurality of internal mounting holes 156. Base plate 140 may include a plurality of external mounting holes 160 and a plurality of internal mounting holes 162. The positions of the external mounting holes 154 of the integral cylinder body 102 correspond to the positions of the external mounting holes 160 of the base plate 140. The positions of the internal mounting holes 156 of the integral cylinder body 102 correspond to the positions of the internal mounting holes 162 of the base plate 140. The external mounting holes 154 of the integral cylinder body and the external mounting holes 160 of the base plate 140 receive a first fastener 164. The internal mounting holes 156 of the integral cylinder body 102 and the internal mounting holes 162 of the base plate 140 receive a second fastener 166. The first fastener 164 and the second fastener 166 secure the integral cylinder body 102 to the base plate 140. In some configurations, the first fastener 164 may include a locating pin and a nut. The locating pin and nut provide alignment accuracy and suitable clamping force. In some configurations, the second fastener 166 may include a bolt. Other types of fasteners may also be used. The substrate 140 includes a pressing area 170.

[0159] An inner mounting hole 162 of the substrate 140 is positioned in a pressing region 170. In the illustrated configuration, the pressing region has an inclined sidewall 171. The inner mounting hole 162 is positioned along the inclined sidewall 171. In the illustrated arrangement, the axis of the inner mounting hole 162 is not parallel to the axis of the outer mounting hole. Advantageously, this configuration improves the structural integrity of the connection between the substrate 140 and the integral cylinder body 102. For example, while the first fastener 164 will primarily bear tensile loads, the second fastener 166 will also bear a shear load component. This configuration increases the strength of the connection.

[0160] Continue to refer to Figure 6 The integral cylinder block 102 includes an intake passage 172. The intake passage 172 is located at the upper part of the integral cylinder block 102. The intake passage 172 extends downward and leads to the combustion chamber 104. In the illustrated configuration, the curvature of the intake passage 172 is less than the curvature of the exhaust passage 134. In some configurations, the uppermost part of the intake passage 172 is located on a side surface directly adjacent to the top surface of the integral cylinder block 102. This configuration provides an inlet to the combustion chamber 104 as vertically as possible.

[0161] The lower end of the intake passage 172 terminates at the intake valve opening 122. One or more intake valve openings 122 may be provided. In a configuration with multiple intake valve openings 122, the intake passage 172 may include multiple flow paths, each terminating at a corresponding intake valve opening 122. Other configurations are also possible.

[0162] Intake valve 126 controls the flow through intake valve opening 122. In the illustrated integral cylinder block 102, intake valve passage 174 extends between the upper region of the integral cylinder block 102 and the intake passage 172. Intake valve passage 174 receives intake valve guide 176. Intake valve guide 176 can be secured within intake valve passage 174 in any suitable manner. The dimensions and construction of intake valve guide 176 are designed to receive intake valve stem 180 of intake valve 126. As described above, an advantage of the integral cylinder block 102 is that intake valve 126 can be easily mounted from the bottom of the integral cylinder block 102.

[0163] The intake valve 126 can be sealed against the intake valve seat 182. Due to the construction and configuration of the integral cylinder block 102, the intake valve seat 182 can be integrally formed, or a recess for receiving the intake valve seat 182 can be formed. The intake valve seat 182 can be secured in place in any suitable manner. In some configurations, the intake valve seat 182 is secured in place using additional components, which will be described below.

[0164] The integral cylinder block 102 also includes an exhaust passage 134. In the illustrated configuration, the exhaust passage 134 begins at an exhaust valve opening 130 and extends upward and outward. The exhaust passage 134 can be formed within the integral cylinder block 102 in any suitable manner. One or more exhaust valve openings 130 may be provided. In a configuration with multiple exhaust valve openings 130, the exhaust passage 134 may include multiple flow paths, each terminating at a corresponding exhaust valve opening 130. Other configurations are also possible.

[0165] Exhaust valve 132 controls the flow through exhaust valve opening 130. In the illustrated integral cylinder block 102, exhaust valve passage 184 extends between the upper region of integral cylinder block 102 and exhaust passage 134. Exhaust valve passage 184 receives exhaust valve guide 186. Exhaust valve guide 186 can be secured within exhaust valve passage 184 in any suitable manner. The dimensions and construction of exhaust valve guide 186 are designed to receive exhaust valve stem 190 of exhaust valve 132. As described above, an advantage of integral cylinder block 102 is that exhaust valve 132 can be easily mounted from the bottom of integral cylinder block 102.

[0166] The exhaust valve 132 can be sealed against the exhaust valve seat 192. Due to the construction and configuration of the integral cylinder block 102, the exhaust valve seat 192 can be integrally formed, or a recess for receiving the exhaust valve seat 192 can be formed. The exhaust valve seat 192 can be secured in place in any suitable manner. In some configurations, the exhaust valve seat 192 is secured in place using additional components, which will be described below.

[0167] The side surfaces of the integral cylinder block 102 support two crankshafts 112. In the illustrated configuration, at least one pocket 200 is positioned on each side surface of the integral cylinder block 102. While pockets 200 are used in the illustrated configuration, other arrangements are possible. Each pocket 200 may be covered by a corresponding crankshaft cover 202. Although the dimensions and configuration of the illustrated crankshaft cover 202 cause it to protrude above the corresponding side surface of the integral cylinder block 102, other configurations are possible. In some configurations, the crankshaft cover 202 and the integral cylinder block 102 are configured such that the uppermost surface of the crankshaft cover 202 is flush with the surrounding surface of the integral cylinder block 102. The illustrated crankshaft cover 202 has a pentagonal profile. In some configurations, the crankshaft cover 202 may have an arcuate or box-shaped profile.

[0168] Each pocket 200 includes at least one mounting hole 204. Each mounting hole 204 receives a fastener 206. The fastener 206 passes through an opening (not shown) in the corresponding crankshaft cover 202. The fastener 206 secures the crankshaft cover 202 to the integral cylinder block 102. A gasket (not shown) may be positioned between the crankshaft cover and the integral cylinder block 102.

[0169] An integral cylinder block 102 defines a saddle 210. The saddle 210 receives suitable bearings to support two crankshafts 112. Corresponding to the saddle 210, a crankshaft cover 202 includes a top cover 212. Together, the saddle 210 and the top cover 212 secure the two crankshafts 112 in place relative to the integral cylinder block 102. In some configurations, the top cover 212 may be formed separately from the crankshaft cover 202, and the crankshaft cover 202 may simply cover both crankshafts 112.

[0170] In the illustrated configuration, valve mechanism 214 is positioned above combustion chamber 104. Valve mechanism 214 in the illustrated configuration is a mechanical system that controls the opening and closing of intake valve 126 and exhaust valve 132. Valve mechanism 214 is primarily positioned within a chamber 220 defined by valve mechanism cover 216 and a recess 222 defined within the upper surface of the integral cylinder block 102. Fastener 224 is used to secure valve mechanism cover 216 to the integral cylinder block 102. A gasket (not shown) can be positioned between valve mechanism cover 216 and integral cylinder block 102.

[0171] As will be discussed in more detail below, the cylinder bore 106 may be lined. In some configurations, the top 230 of the cylinder bore 106 may be lined with a top plate 232. In some configurations, the sidewalls 234 of the cylinder bore 106 may be lined with cylinder bushings 236. The cylinder bushing 236 and the top plate 232 may be integrally formed or separately formed. As described below, the cylinder bushing 236 may abut against the top plate 232 and hold the top plate 232 in a position adjacent to the top 230 of the cylinder bore 106.

[0172] Figure 8 This is a schematic diagram of a portion of an integral cylinder block 102 including a combustion chamber 104. As described above, the intake valve opening 122 can be sealed or opened by actuating the intake valve 126. The exhaust valve opening 130 can be sealed or opened by actuating the exhaust valve 132. An injector 124 is disposed between the intake valve 126 and the exhaust valve 132. Compared to conventional engines, the integral cylinder block 102 provides greater freedom in the placement of the injectors 124 and spark plugs. Due to the geometry of the integral cylinder block 102, one or more injectors 124 can be positioned at any desired location around the combustion chamber 104. Figure 8 The image shows several possible locations. It should be understood that... Figure 8 The placement shown is an example, and the number and / or placement of injectors 124, spark plugs, etc., may vary.

[0173] In some configurations, multiple injectors, multiple spark plugs, or other components may be provided in the internal combustion engine 100 using an integral cylinder block 102. For example, in some configurations, the internal combustion engine 100 using an integral cylinder block 102 may be designed to operate using multiple fuels. In some configurations, the internal combustion engine 100 using an integral cylinder block 102 may be configured to operate using any combination of gasoline, fuel oil, diesel, natural gas, biofuels, ethanol, hydrogen, or other suitable fuel types. In some configurations of the internal combustion engine 100 using an integral cylinder block 102, separate injectors may be provided for different fuels. In some configurations of the internal combustion engine 100 using an integral cylinder block 102, a first injector may provide a first fuel type (e.g., natural gas), and a second injector may provide a second fuel type (e.g., ethanol).

[0174] While an internal combustion engine 100 using a monolithic cylinder block 102 can employ multiple injectors and multiple spark plugs, for example to improve fuel flexibility, it can also provide a redundant design. For example, when running on gasoline, an internal combustion engine 100 using a monolithic cylinder block 102 can include two or more spark plugs so that if one spark plug fails, the internal combustion engine 100 can continue to operate using the unfailed spark plug. Similarly, an internal combustion engine 100 using a monolithic cylinder block 102 can include two or more injectors 124 so that the internal combustion engine 100 can continue to operate as long as at least one injector 124 is operational. Redundancy allows for more flexible maintenance schedules because the internal combustion engine 100 using a monolithic cylinder block 102 can continue to operate even if one or more components fail.

[0175] crankshaft As described above, the internal combustion engine 100 using an integral cylinder block 102, as shown, operates using two crankshafts 112. An example of two crankshafts 112 is shown in... Figure 9 and Figure 10 As shown in the diagram, the crank arm T of the crankshaft 112 is defined by the distance between the central axis of the main journal 250 and the central axis of the crank pin 252. The stroke length of the internal combustion engine 100 (i.e., the stroke distance of the piston 110) is defined as twice the distance of the crank arm T.

[0176] Crankshafts typically experience significant horizontal and / or torsional forces during operation. The pistons transmit these forces to the crankpins via connecting rods. If the crankshaft has long crank arms (e.g., in internal combustion engines with long stroke lengths), it can have a large web to help maintain its rigidity. This adds a significant weight to the crankshaft. To maintain balance, in some crankshafts, the web may also include a large counterweight.

[0177] The two crankshafts 112 of the internal combustion engine 100 using an integral cylinder block 102 can have crank arms shorter than those commonly found in conventional engines. For example, the crank arms of a typical conventional crankshaft usually position the crank pins completely or almost completely outside the main journal radius. Using shorter crank arms can reduce or eliminate the need for heavy counterweights and / or increase crankshaft stiffness, which, among other advantages, allows for the use of thinner webs.

[0178] Figure 9 and Figure 10 Two examples of crankshaft 112 used in conjunction with integral cylinder block 102 are shown. Figure 9 and Figure 10 The crankshaft 112 is arranged and configured in accordance with certain features, aspects and advantages of this disclosure.

[0179] First refer to Figure 9 The crankshaft 112 includes a main journal 250, a plurality of crank pins 252, a plurality of webs 254, and a tapered end section 256. The width of the crank pins 252 in the illustrated configuration may be significantly larger than the conventional crank pin width in a typical crankshaft (e.g., 1.1 to 1.5 times the conventional crank pin width, or in some examples, greater than 1.5 times).

[0180] The increased width of crankpin 252 offers several advantages. For example, the increased width of crankpin 252 allows for the use of a wider connecting rod 116 than a conventional connecting rod. The increased width of crankpin 252, and consequently the increased width of the connecting rod 116, distributes the force between the connecting rod 116 and crankshaft 112 over a larger surface area, which can reduce surface wear on crankshaft 112, connecting rod 116, or both.

[0181] In some configurations, at least one end of the crankshaft 112 may include a tapered end section 256. In the illustrated configuration, both ends of the crankshaft include the tapered end section 256. The tapered end section 256 may be configured to receive a gear 260. The gear 260 may be secured to the tapered end section 256 by one or more keys 262. Other configurations may also be used.

[0182] Gear 260 may have a center opening 264, such as Figure 9 The right end of the crankshaft 112 is shown. Figure 9 In the configuration shown, the center opening 264 of gear 260 is tapered. The taper of the center opening 264 is preferably complementary to the outer taper of the tapered end section 256 of crankshaft 112. Gear 260 can be secured to crankshaft 112 using nut 266. In some configurations, nut 266 includes a compression nut. Other suitable techniques can be used to secure gear 260 to crankshaft 112.

[0183] In some configurations of the internal combustion engine 100, one or more camshafts can be used to control the actuation of one or more intake and exhaust valves 126, 132. In some such configurations, the crankshaft 112 can be configured to control pushrod movement. Figure 9 In this configuration, the web 254 includes a pusher lobe 270. In some configurations, the pusher lobe 270 may be integrally formed with the web 254 as a single component. For example, in some configurations, the pusher lobe 270 and the web 254 may be cast or otherwise formed as a single part. In some configurations, the pusher lobe 270 and the web 254 may be separate components. For example, in some configurations, the pusher lobe 270 may be a detachable component relative to the web 254. The pusher lobe 270 may be separable from the web 254. In such configurations, the pusher lobe 270 may be secured to the web 254 in any suitable manner. For example, fasteners, such as, but not limited to, bolts, may be used to secure the pusher lobe 270 to the web 254. It is desirable that the pusher lobe 270 can abut (e.g., directly or indirectly abut) the pusher 272 (see... Figure 6 This causes one or more valves 126, 132 to be activated.

[0184] In some configurations, the crankshaft 112 of the internal combustion engine 100 does not include pushrod cam flaps 270. In such configurations, the internal combustion engine 100 can use a camshaft (not shown) to control the opening and / or closing of one or more intake and exhaust valves 126, 132. Figure 10 The crankshaft 112 shown is similar to Figure 9 The crankshaft 112, but Figure 10 The crankshaft 112 shown does not have pushrod flaps 270. In this configuration, the size and shape of the web 254 are closer to the shape of the crank pin 252.

[0185] Although Figure 9 and Figure 10The crankshaft 112 depicted in the diagram shows the web 254 as narrower relative to the crank pin 252, but other configurations are possible. For example, in some configurations, the crank pin 252 may be narrower than shown, the web 254 may be wider than shown, or both. In some configurations, the internal combustion engine 100 using the integral cylinder block 102 includes a relatively wide connecting rod 116 and / or a connecting rod 116 including forked ends, as described below. The width of the forked ends of the connecting rod 116 can vary relative to each other. In other words, various configurations of the connecting rod 116 can be used with a crankshaft 112. Therefore, the width of the crank pin 252, the width of the web 254, or both can vary. In some configurations, the internal combustion engine 100 using the integral cylinder block 102 may not use the forked connecting rod 116, but instead may use connecting rods configured in a more conventional manner. Conventional connecting rods are generally narrower than connecting rods 116 with forked ends, although this is not necessarily the case.

[0186] In some configurations, crankshaft 112 may include a counterweight 274. The counterweight 274 may be part of web 254, or it may be a separate component relative to web 254. In some configurations, the counterweight 273 may be integrated into web 254, while pushrod flap 270 is a separate component relative to web 254. Figure 11 and Figure 12 The image shows a crankshaft 112 with a counterweight 274 integrated into the web 254. Figure 11 and Figure 12 Each of the crankshafts 112 is similar to Figure 9 and Figure 10 Each of them has a crankshaft 112. Figure 11 In the crankshaft 112, there are pushrod cams 270 and counterweights 274. Figure 12 In this embodiment, crankshaft 112 has a counterweight 274 but does not include pushrod flaps 270. While various configurations illustrating integrated and removable web 254, pushrod flaps 270, and counterweight 274 are presented, the scope of certain features, aspects, and advantages of the invention includes any combination of these components (e.g., integrated web, flaps, and counterweight; integrated web and flaps and removable counterweight; integrated web and counterweight and removable flaps; integrated flaps and counterweight and removable web; and removable web, flaps, and counterweight).

[0187] In conventional crankshaft designs, the counterweight is typically located opposite the corresponding crankpin (e.g., at 180 degrees to the crankpin). According to some configurations described herein, the counterweight 274 can be at an angle of less than 180 degrees to the crankpin 252 corresponding to the counterweight 274. The engine geometry and the relative positions of the crankshaft 112 with respect to the crosshead 114, piston 110, and / or other engine components facilitate this positioning of the counterweight 274.

[0188] In some configurations, the crankshaft 112 includes internal oil passages 280 that can be used for lubrication, cooling, or both lubrication and cooling. Figure 13 An oil passage 280 located within the crankshaft 112 is shown. At the crankpin 252, the oil passage 280 may be open or partially open (i.e., the diameter of the open orifice 282 is smaller than the diameter of the oil passage 280). The connecting rod 116 is connected to the crankshaft 112 at the crankpin 252. Oil can be supplied to the connecting rod 116 through the orifice 282 at the crankpin 252.

[0189] In some configurations, the internal combustion engine 100 may include two crankshafts 112. In some configurations, the internal combustion engine 100 may have four crankshafts 112. In some configurations, each piston 110 of the internal combustion engine 100 may be associated with two crankshafts 112 (e.g., piston 110 may be coupled to two crankshafts 112). In some configurations, the stroke of each piston 110 may be asymmetrical or symmetrical. In some configurations, the relationship between the center points of the crank arms T of the crankshafts 112 may be approximately 50% to approximately 90% of the piston 110 stroke. This relationship is possible because the crankshafts 112 are located on either side of the piston 110 path during the stroke and there are two crankshafts 112. In some configurations, the stroke of each piston 110 may be linear. In some configurations, a large offset may be defined between the cylinder bore 106 and the crankshafts 112. In some configurations (such as inline, opposed balanced, and / or opposed compact configurations), the power stroke and / or other strokes can be up to approximately 200 degrees per revolution, an angle larger than the corresponding angles in most engines. Because the end of the power stroke is no longer defined by the exertion of power pressure on the piston 110 due to the significant exhaust, intake, or scavenging events, and because these significant exhaust, intake, or scavenging events can be regulated within the internal combustion engine 100, some other power strokes can be shorter, for example, approximately 90 degrees. The increased power stroke duration for each power event can provide additional torque, increased rotational smoothness, increased power overlap, increased turbocharging efficiency, and increased overall efficiency. Shorter power stroke durations can be used when higher compression (from longer compression durations) and / or longer intake, exhaust, or scavenging durations are required, although this may reduce efficiency.

[0190] link Refer again Figure 1 Due to the geometry of the internal combustion engine 100 using a monolithic cylinder block 102, the connecting rod 116 can operate primarily under tension rather than compression. During the expansion motion of the piston 110, the connecting rod 116 pulls the crank pins 252 of both crankshafts 112. During the compression motion of the piston 110, the connecting rod primarily pulls the piston 110 toward the combustion chamber 104. Some lower levels of compressive load may be present on the connecting rod 116 during the transition between pulling the crankshafts 112 and pulling the piston 110. In some configurations, a large portion (e.g., about 70% or more, or about 99% in some examples) of the force on the connecting rod 116 can be under tension rather than compression. The connecting rod 116 in the internal combustion engine 100 using a monolithic cylinder block 102 can operate fully or substantially fully under tension during two-stroke or four-stroke operation. Tensile loads allow the connecting rod 116 to be made of lighter materials, including but not limited to combinations of carbon fiber composites, metals, and carbon fiber windings. In some configurations, such a construction (e.g., a double crankshaft 112 or a quad crankshaft 112 in the case of a capture-free piston design) can produce a highly balanced configuration, not only due to the counter-rotating characteristics of the double crankshaft, but also due to the balanced motion of the paired connecting rods 116.

[0191] refer to Figures 14 to 31 Several configurations of connecting rod 116 will be described herein. In some configurations (e.g., in some capture-free piston configurations), crosshead 114 (or a combination of crosshead 114 and piston 110) can be connected to the two crankshafts 112 using one or more connecting rods 116. In the configuration shown, one connecting rod 116 is connected to each of the two crankshafts 112 such that both connecting rods 116 are connected to crosshead 114 (or a combination of piston 110 and crosshead 114). An internal combustion engine 100 using an integral cylinder block 102 can use any of the connecting rods 116 described herein.

[0192] As described below, in some configurations, the connecting rod 116 may have a fork-like shape. Other shapes are also possible. Using a fork-shaped or fork-like connecting rod 116 can have several advantages. For example, each connecting rod 116 can be connected to the crankshaft 112 in two locations (e.g., at an opening in the first leg 300 and at an opening in the second leg 302) instead of in one location. Conventional connecting rods are typically connected in only a single location.

[0193] Having two connection points increases the total contact area between the crankshaft 112 and the connecting rod 116. Two connection points allow forces to be distributed over a larger area, which can result in reduced wear. In some configurations, the fork-shaped connecting rod 116 can provide improved stability because the increased contact surface area between the fork-shaped connecting rod 116 and the crankshaft 112 and / or between the fork-shaped connecting rod 116 and the piston 110 or crosshead 114 can limit undesirable rotation of the connecting rod 116. For example, the increased contact area between the fork-shaped connecting rod 116 and the crankshaft 112 can limit the rotation of the fork-shaped connecting rod 116 relative to the axis of the crankshaft 112.

[0194] Figure 14 An example of a link 116 arranged and configured according to certain features, aspects, and advantages of this disclosure is shown. The link 116 shown may include three main parts: a first leg 300, a second leg 302, and a rear cover 304. The first leg 300 and the second leg 302 can be connected to the rear cover 304 using fasteners 306 (e.g., bolts). In some configurations, the first leg 300 and the second leg 301 can be connected to each other using stud bolts 310. The first leg 300 and the second leg 302 can be secured together in any suitable manner.

[0195] The rear cover 304, the first support leg 300, and the second support leg 302 can be fitted to the crank pin 262 of the crankshaft 112 (see...). Figure 22 And the opposite end can be fitted to the sliding pin 120. The sliding pin 120 can be T-shaped. The sliding pin 120 can be mechanically connected to the crosshead 114 (see, for example, see...). Figure 30 ).

[0196] Figures 16 to 19 Various configurations of link 116 are shown. For example... Figures 16 to 19 As shown, the width of link 116 can be varied depending on the application. Furthermore, in some configurations, the actual shape of link 116 can be varied depending on the application. For example, in some configurations, the first leg 300 and the second leg 302 of link 116 can be straight or linear (see...). Figure 16 In some configurations, the first leg 300 and the second leg 302 of the link 116 can be widened in the lateral outward direction (see...). Figure 17 In some configurations, the first leg 300 and the second leg 302 of the link 116 can be machined as a single integral part (see...). Figure 19In other words, the first leg 300 and the second leg 302 of the link 116 can be manufactured as a single component, rather than being manufactured as separate components and then joined together. In some configurations, the first leg 300 and the second leg 302 of the link 116 can be machined as separate components (e.g., each leg of the link can be a separate component)—see Figures 16 to 18 In some configurations, when the link 116 is in the assembled state, the first leg 300 and the second leg 302 of the link 116 may be in contact with each other. In some configurations, when the link 116 is in the assembled state, the first leg 300 and the second leg 302 of the link 116 may not be in contact with each other (i.e., there may be a gap or intermediate member between the first leg 300 and the second leg 302).

[0197] Figure 15 Another example of a link 116 arranged and constructed in accordance with certain features, aspects and advantages of this disclosure is shown. Figure 15 The connecting rod 116 shown is similar to Figure 14 Link 116 is shown. However, Figure 15 The first leg 300 and the second leg 302 of the connecting rod 116 shown are spaced further apart, which defines a larger gap between the first leg 300 and the second leg 302. In other words, Figure 14 The first leg 300 and the second leg 302 in the connecting rod 116 shown are compared to Figure 15 The first leg 300 and the second leg 302 in the connecting rod 116 shown are closer to each other. The internal combustion engine 100 shown using an integral cylinder block 102 uses both of these constructions simultaneously (i.e., Figure 14 and 15 (As shown in the diagram). The shown pairing of the wide fork connecting rod 116 and the narrow fork connecting rod 116 is used to connect two crankshafts 112 to a single crosshead 114 (or a combination of crosshead 114 and piston 110).

[0198] like Figure 14 and Figure 15As shown, the narrow fork link 116 defines an external dimension W1. The external dimension W1 is defined by the laterally outward surfaces 312 of the first leg 300 and the second leg 302 adjacent to a pair of openings 314. The wide fork link 116 defines an internal dimension W2. The internal dimension W2 is larger than W1. The internal dimension W2 of the wide fork link 116 is defined by the laterally inward surfaces 316 of the first leg 300 and the second leg 302 adjacent to a pair of openings 314. Because the internal dimension W2 is larger than the external dimension W1, the first leg 300 and the second leg 302 of the narrow fork link 116 can be accommodated between the legs 300 and 302 of the wide fork link 116. The narrow fork link 116 also defines an internal dimension W3. The internal dimension W3 is defined by the laterally inward surfaces 320 of the first leg 300 and the second leg 302 adjacent to a pair of openings 314. The dimensions and construction of the internal dimension W3 are designed to receive part of the crosshead 114.

[0199] Figure 20 Four nested fork-shaped links 116 are shown. As illustrated, in some configurations, the first leg 300 and second leg 302 of the narrow fork-shaped link 116 can be received between the first leg 300 and second leg 302 of the wide fork-shaped link 116. Figure 20 In the middle, the connecting rod 116 has relatively narrow forked legs 300, 302 (e.g. Figure 14 Link 116 can be arranged in a link 116 with relatively wide forked legs (e.g. Figure 15 Within the link 116, the first leg 300 and the second leg 302 of the link 116 face each other and can be mechanically connected to each other using a pin (not shown) or other suitable mechanical structure passing through the opening 314 of each link 116.

[0200] Figure 20 The relative placement of two types of fork-shaped links 116 is also shown. For example... Figure 20 As shown, when arranged adjacent to each other, the wide fork-shaped connecting rods 116 and the narrow fork-shaped connecting rods 116 can alternate along the crankshaft 112, although other configurations are possible. For example, the narrow fork-shaped connecting rods 116 can be arranged in one row (e.g., fixed to the first crankshaft 112), the wide fork-shaped connecting rods 116 can be arranged in another row (e.g., connected to the second crankshaft 112), and the two separate connecting rod groups 116 can be connected together. It is desirable that... Figure 20 The top connecting rod 116 can be connected to the first crankshaft 112. Figure 20 The bottom connecting rod 116 can be connected to the second crankshaft 112.

[0201] Figure 21 It shows Figure 20An end view of the arrangement. Link 116 can engage at sliding pin 120 for pivoting, allowing link 116 to pivot relative to each other about sliding pin 120. Sliding pin 120 defines the pivot point between link 116. The axis of sliding pin 120 defines the pivot axis of the connected link 116.

[0202] Refer again Figure 14 and 15 In the illustrated configuration, each of the first support leg 300 and the second support leg 302 may include an oil passage 322. For example, the oil passage 322 may extend from the proximal end of the support leg 300, 302 (i.e., the location where the support leg 300, 302 engages with the rear cover 304) toward the distal end of the corresponding support leg 300, 302 (i.e., the location where the support leg 300, 302 engages with the sliding pin 120). The oil passage 322 of the first support leg 300 and the oil passage 322 of the second support leg 302 may be in fluid communication with the oil passage 324 of the rear cover 304. The oil passages 322, 324 are configured to deliver lubricant from the crankshaft 112 to the sliding pin 120. Lubricant is delivered from an oil passage 280 formed in the crankshaft 112 to the oil passage 324.

[0203] Figure 22 An example configuration is shown, in which two pairs of fork-shaped connecting rods 116 are connected to two crankshafts 112. (See example...) Figure 22 As shown, crankshaft 112 may include oil passages 280 that facilitate the flow of oil from top cover 212 to crankshaft 112. Because a channel 322 defined by first support leg 300, second support leg 302, and rear cover 304 receives a crank pin 252 of crankshaft 112, oil can flow from crankshaft 112 into oil passage 324 of rear cover 304, then into and through oil passage 322 of first support leg 300 and second support leg 302, reaching sliding pin 120 of crosshead 114. In some configurations, oil can flow from crosshead 114 to piston 110 and / or any piston rings associated with piston 110.

[0204] Figure 23 An example of a non-fork link 116 is shown. Figure 32 The non-forked link 116 shown shares some features with other links 116 (e.g., multi-part construction and oil passages), but is not forked. As shown, the non-forked link 116 includes a first leg 300 and a rear cover 304. The rear cover 304 can be secured to the first leg 300 in any suitable manner. As shown, the oil passage 322 may include two branches terminating in a pair of orifices 326. The pair of orifices 326 extend into an opening 314 receiving a sliding pin 120.

[0205] Figures 24 to 27 A side view is shown of a series of links 116 arranged and constructed according to certain features, aspects, and advantages of this disclosure. (See also...) Figures 24 to 27As shown, link 116 can have various outer contours. Note that... Figures 24 to 27 The outer profile shown can be used with any link 116 discussed in this disclosure, including the aforementioned narrow fork link 116, wide fork link 116, and non-fork link 116. The profile of the link 116 can be selected to meet desired weight, stiffness, and / or other design parameters. Figure 24 The outer contour with two linear sidewalls 330 is shown, which intersect at the corner or inflection line 332. Figure 25 The outer contour of the curved wall 334 is shown. The curved wall 334 may have a uniform radius of curvature, and may have multiple radii of curvature. Figure 26 and Figure 27 Linear sidewall 336 is shown. Although Figure 27 Linear sidewalls 336 without a separate back cover 304 are shown, but any other outer contour can also be used without a separate back cover 304, and Figure 27 The configuration can be used with a standalone 304 back cover.

[0206] The multi-part connecting rod 116 can be bolted together using fastener 310. In some configurations, the connecting rod 116 may not include multiple separate parts subsequently connected together. In some configurations, the connecting rod 116 may be machined as a single part. In some configurations, the crankshaft 112 may include multiple parts fixed together (e.g., using screws, bolts, pins, press fits, and / or any other suitable attachment means). The connecting rod 116 can be slid onto the crank pin 262 of the crankshaft 112 before assembly of the crankshaft 112, thereby enabling the connecting rod 116 to include a single part.

[0207] As mentioned above, Figure 7 Link 116, as shown in K, comprises a single integral structure. Figure 27 The connecting rod 116 includes one or more oil passages 322 to facilitate oil flow through the connecting rod 116, but the connecting rod 116 can be manufactured as a single component. This approach may be desirable, for example, to reduce the likelihood of connecting rod 116 failure. For example, a multi-component connecting rod 116 may be more likely to fail at the point where the components are attached to each other.

[0208] In some configurations, during operation of the internal combustion engine 100 using the integral cylinder block 102, the connecting rod 116 can be primarily under tension. In such configurations, the compressive strength of the connecting rod 116 can be significantly lower compared to conventional engine configurations. Therefore, in some configurations, the connecting rod 116 may include carbon fiber material. For example, in some configurations, carbon fiber winding may be used in the construction of the connecting rod 116. The use of carbon fiber in the connecting rod 116 can have several advantages, such as high stiffness, high tensile strength, high strength-to-weight ratio, low thermal expansion, and high heat resistance.

[0209] Figure 28 and 29 An example of a connecting rod 116 using carbon fiber winding 340 is shown. Figure 28 It is a side sectional view of connecting rod 116, and Figure 29 This is a top-view sectional view. Although the section lines are not true section lines, they help the reader determine the orientation.

[0210] like Figure 28 and 29 As shown, in some configurations, the connecting rod 116 may have a core formed of wound carbon fiber 340. The carbon fiber 340 may be wound around a housing 342. The housing 342 may be metal or any other suitable material. The housing 342 may be sealed using a cap 344. Although Figure 28 and 29 The link is shown as a non-fork link 116, but it should be understood that this configuration can be applied to other link configurations, such as fork links and other configurations discussed in this disclosure.

[0211] In some configurations, carbon fiber 340 is wound carbon fiber, wherein the carbon fibers are typically oriented in the same direction. Wound carbon fiber 340 offers advantages such as higher strength and stiffness compared to other forms of carbon fiber. In some configurations, other forms of carbon fiber may be used. In some configurations, the wound carbon fiber 340 may wrap around a housing 342. In the illustrated configuration, housing 342 includes opposing surfaces 346. The opposing surfaces 346 may have any suitable configuration. In the illustrated configuration, each opposing surface 346 includes at least a portion of a cylindrical or circular surface 350 around which the wound carbon fiber 340 may be wound. In some configurations, each opposing surface 346 is cylindrical. In at least some configurations, the opposing surfaces 350 have rounded corners with different curvatures relative to each other. In some configurations, the opposing surfaces 346 have different radii relative to each other. The wound carbon fiber 340 is wound around the opposing surfaces 346. The core is defined by multiple windings of the wound carbon fiber 340. A cap 344 may be applied to seal the connecting rod 116 and cover the wound carbon fiber 340.

[0212] like Figure 28 and 29As shown, the connecting rod 116 may include an oil passage 352. The oil passage 352 may operate in a similar or identical manner to the oil passages shown in other configurations of the connecting rod 116. Other configurations for carrying lubricant or oil may also be available. Furthermore, the connecting rod 116 shown includes a surface recess 354, which can further reduce the weight of the connecting rod 116. The surface recess 354 may extend between opposing surfaces 346. In some configurations, the surface recess 354 may have a rounded surface or may have an angular surface. The surface recess 354 removes material to reduce weight because, as discussed above, this material is not necessary for compressive strength. Other weight-reduction structures and techniques may also be used while still achieving sufficient tensile and compressive strength.

[0213] In many examples, connecting rod 116 is forked. In some configurations, a non-forked connecting rod 116 may be required. For example, if the crankshaft 112 uses a counterweight, a relatively thin connecting rod 116 is preferred. In some configurations, a non-forked connecting rod 116 can be used in conjunction with a forked connecting rod 116. In some configurations, the crosshead 114 may be forked, and a non-forked connecting rod 116 can be used. In some configurations, the crosshead 114 may not be forked, and a forked connecting rod 116 can be used. Figure 30 and Figure 31 The connection to the crosshead 114 is shown. Figure 23 and Figure 15 Link 116 is shown. In Figure 30 In the middle, the non-fork-shaped connecting rod 116 is connected to the fork-shaped crosshead 114. Figure 31 In this configuration, a wide fork-shaped link 116 connects to a non-fork-shaped crosshead 114. Link 116 can have any of the constructions described herein. The crosshead 114 will be described in more detail below. While using a fork-shaped structure can have advantages, such as providing smoother motion with less lateral or torsional force, it is not mandatory. For example, in low-power and / or low-cost engines, relatively simple engine components may be required.

[0214] Crosshead and crosshead assembly As described above, the crosshead 114 can be connected to the link 116 using a sliding pin 120. This is, for example, in... Figure 30 and 31 As shown in the diagram. Therefore, the piston 110 can also be mechanically connected to the two crankshafts 112 via the crosshead 114.

[0215] The crosshead 114 may also be connected to (or form part of) the piston 110. The crosshead 114 may be integrated into the piston 110. For example, the crosshead 114 may be integrally formed from a single piece of material with one or more pistons 110. In some configurations, the piston 110 and the crosshead 114 may be separate components. In some such configurations, the piston 110 may be mechanically coupled to the crosshead 114. In some such configurations, the piston 110 and the crosshead 114 may form a rigid structure. In some configurations, the crosshead 114 may be configured to have variable dimensions and / or may be configured to be articulated. For example, in some configurations, the crosshead 114 and the piston 110 may be configured to allow a range of articulation of the crosshead 114, which allows movement of the connection position between the crosshead 114 and the connecting rod 116 relative to the connection position between the crosshead 114 and the piston 110.

[0216] Figure 32 and 33 The crosshead 114 and piston 110 are shown as separate mechanically connected components. Figure 32 and 33 The crosshead 114 depicted can be connected to a single piston 110. However, other configurations are possible. For example, the crosshead 114 can be connected to two or more pistons 110.

[0217] The crosshead 114 may include a mounting hole 400. The crosshead 114 may be formed of sheet metal or flat material. The mounting hole 400 may extend through the sheet metal or flat material. In the illustrated configuration, the mounting hole 400 is located laterally outside the outermost surface of the piston 110. Other configurations are possible.

[0218] In the configuration shown, the mounting hole 400 is sized and constructed to receive the sliding pin 120. Figure 32 and 33 In the configuration shown, mounting holes 400 are used to connect crosshead 114 to link 116. For example, each link 116 can be connected to crosshead 114 using a sliding pin 120 that passes through the mounting holes 500 of link 116 and crosshead 114.

[0219] The crosshead 114 may include a piston attachment position 502. Ideally, the piston includes a recess or slot receiving the piston attachment position 502. In some configurations, the attachment position may be defined by the location of an attachment pin 504. The attachment pin 504 can be used to secure the piston 110 to the crosshead 114. The piston 110 can be attached to the crosshead 114 using any suitable attachment arrangement. In the illustrated configuration, the piston attachment position 502 is located between mounting holes 500. In the illustrated configuration, the piston attachment position 502 is closer to the piston 110 in the vertical direction than the mounting holes 500.

[0220] In some configurations, the piston 110 may pivot or hinge relative to the crosshead 114. Relative pivoting motion can be generated about an axis defined by the attachment pin 504. The range of motion of the piston 110 relative to the crosshead 114 may be limited by the raised region 506 or other features of the crosshead 114. In the illustrated configuration, the raised region 506 is typically arcuate. Other configurations are possible.

[0221] In some configurations, the crosshead 114 may include one or more oil passages 510. The oil passages 510 may be supplied with lubricant via oil passages 522 formed in the sliding pin 120. Lubricant can be delivered to the piston 110 through the oil passages 510. Other configurations are possible.

[0222] Figure 33 Another example of a crosshead 114 and a piston 110 is shown. (With) Figure 32 Compared to the configuration shown, Figure 33 The piston 110 can be fixed to the crosshead 114 in a manner that does not allow the piston 110 to hinge or pivot relative to the crosshead 114. Figure 33 The piston attachment position 502 of the crosshead 114 shown may include a receiving portion 512. The receiving portion 512 of the crosshead 114 accommodates at least a portion of the piston 110. The receiving portion 512 may be, for example, a cavity or a recess. In some configurations, the receiving portion 512 may be a groove. In some configurations, the receiving portion 512 may be a cavity. Other configurations are possible provided that at least a portion of the piston 110 is inserted into the crosshead 114. In the illustrated configuration, the bottom wall 514 of the piston 110 is located on or adjacent to the surface of the crosshead 114 facing the receiving portion 512 of the piston 110. Once inserted, the piston 110 can be secured to the crosshead 114 in any suitable manner. In some configurations, the piston 110 may be secured to the crosshead 114 using bolts, pins, etc. For example, in… Figure 33 In the middle, piston 110 is fixed to crosshead 114 using pin 516.

[0223] Figure 34 and 35 A hinged configuration of the crosshead 114 is shown. The crosshead 114 shown is configured to connect to two opposing pistons (not shown). Reference Figure 34 The crosshead 114 may include two attachment positions 502. One of the two pistons can be articulated to each attachment position 502. The attachment positions 502 may be defined, for example, but not limited to, by attachment pins 504. The two attachment pins 504 may be opposite each other.

[0224] At the midpoint between the two attachment pins 504, the illustrated crosshead 114 may include two openings 520. The two openings 520 may have any suitable configuration. In the illustrated configuration, the two openings 520 may include elongated orifices. In some configurations, the two openings 520 may be slots. In some configurations, the two openings 520 may be elliptical slots. In some such configurations, the elliptical slots have a major axis extending perpendicular to a plane passing through the center of the two attachment pins 504.

[0225] Two openings 520 can be configured to receive sliding pins 120. Each sliding pin 120 can slide laterally relative to the piston within the corresponding opening 520. The sliding pin 120 can slide along the long axis of the opening 520. The sliding pin 120 provides a sliding connection between the connecting rod 116 and the crosshead 114. In some configurations, the sliding pin 120 includes a circular pin connected to the connecting rod 116 and a sliding force transmission center portion. In some configurations, the sliding force transmission center portion can be flat and / or can have a rectangular, elliptical, and / or similar shape.

[0226] In some configurations, the sliding pin 120 may include an internal oil passage 522. In some configurations, the opening 520 may define an oil reservoir within a gap 524 defined between the sliding pin 120 and the inner wall defining the opening 520. In some such configurations, oil can be driven from the gap 524 into an oil passage 510 in the crosshead 114 as the sliding pin 120 reciprocates within the opening 520. Lubricant can flow through the oil passage 510 to any attached piston.

[0227] Figure 35 The configuration shown is similar in some respects to Figure 34 The configuration shown. However, in Figure 35 In the configuration shown, the crosshead 114 includes a single opening 530. The single opening 530 spans the crosshead 114 relative to the piston attachment pin 504. The single opening 530 spans the crosshead 114 at approximately the midpoint between the two attachment positions 502. The single opening 530 spans the crosshead 114 at approximately the midpoint between the axes of the two attachment pins 504.

[0228] A single opening 530 may have two couplings 532 disposed therein. The two couplings 532 are translatable along the single opening 530. The two couplings 532 may be fixed or connected to a central retaining member 534. Each of the two couplings 532 may include an oil passage 536. In some configurations, oil can flow through the oil passage 536 into the central retaining member 534 and then into the oil passage 510.

[0229] Figure 36 It shows Figure 34 and Figure 35The image shows a side view of two articulated, captured free piston crossheads 114. The connecting rod that links the crankshaft to the crosshead 114 can be connected to a sliding pin 120. For example, a fork-shaped connecting rod can... Figure 36 Either side of the horizontally extending central member is connected to the crosshead 114.

[0230] Now for reference Figure 37 , Figure 34 The crosshead 114 is shown as having a piston 110 attached to the crosshead 114. Figure 35 Crosshead 114 in Figure 38 The cylinder is shown with a piston 110 attached thereto. A crosshead 114 is connected to the first piston 110 at a first attachment position 502. A crosshead 114 is connected to the second piston 110 at a second attachment position 502. The piston 110 may be disposed within a cylinder bore 106. The piston 110 reciprocates within the cylinder bore 106. The piston 110 in... Figure 37 and Figure 38 The value is shown as being at or near the top dead center.

[0231] Figure 39 and Figure 40 Two configurations of the crosshead 114, each configured to receive two pistons, are shown. The configurations shown do not allow for hinged pistons relative to the crosshead 114. Figure 41 It shows Figure 39 and 40 The top view of the crosshead 114 shown. Figure 39 and 40 As shown, the crosshead 114 can be configured to receive a piston at its opposite end. (Reference) Figure 39 The crosshead 114 may include the aforementioned elongated opening 520. The elongated opening 520 is configured to receive sliding pins 120. Each sliding pin 120 includes an oil passage 522. The oil passage 522 can transmit oil, allowing oil to flow from the connecting rod into the oil passage 510 of the crosshead 114 and to the piston attachment position 502. During assembly, lubricant will flow to the piston and any associated piston rings. The sliding pins 120 may be designed such that the flow of oil is uninterrupted or substantially uninterrupted when the sliding pins 120 reciprocate within the elongated opening 520 in response to the movement of the connecting rod attached to the sliding pins 120. However, if desired, the elongated opening 520 and the sliding pins 120 may be configured such that flow interruptions can occur.

[0232] Figure 40 The crosshead 114 shown is similar in some respects to Figure 39 The crosshead 114 is shown. (And...) Figure 39 The crosshead 114 shown is different, in Figure 40 In the crosshead 114 shown, a pumping action can be used to promote oil flow. For example, Figure 40 The crosshead 114 shown includes an elongated opening 520. The elongated opening 520 receives a sliding pin 120. Each elongated opening 520 may define an oil reservoir 524. The oil reservoir 524 may hold a certain volume of oil. As the sliding pin 120 reciprocates within the elongated opening 520, oil can be forced from the oil reservoir 524 into an oil passage 540 of the crosshead 114. The oil reservoir 524 may be replenished by oil flowing through the oil passage 522 of the sliding pin 120. To prevent or reduce the possibility of backflow, the oil passage 540 may include a one-way valve (e.g., a one-way ball valve) 542. Other suitable configurations may also be used to facilitate unidirectional flow. The one-way valve 542 may allow oil to flow from the crosshead 114 to a piston 110 disposed in the receiving portion of the crosshead 114, as described above. Preferably, the one-way valve 542 does not allow oil to flow back from the piston 110 to the crosshead 114.

[0233] Figure 42 It shows Figure 40 A crosshead 114 is fitted with a piston 110 and a connecting rod 116. In some configurations, as the piston 110 moves up and down within the cylinder bore, the movement of the connecting rod 116 can cause the axis of each sliding pin 120 to trace a figure-eight pattern E. The curved figure-eight pattern E is drawn by the center point of the engagement between the crosshead 114 and the two connecting rods 116. This pattern is produced by a ratio of approximately 10:1 between the up-and-down movement of the center point and the lateral movement.

[0234] Figures 43 to 45 Other configurations combining the crosshead 114 and piston 110 are shown. In the illustrated configuration, the crosshead 114 extends into a channel 546 defined within the combined piston 110. Otherwise, Figure 43 Its structure is similar in some respects to Figure 38 The structure, and Figure 45 Its structure is similar in some respects to Figure 37 The construction of the internal combustion engine 100 using an integral cylinder block 102, as described herein, may include a captured free piston design in some configurations. In a captured free piston configuration, a pair of pistons 110 may drive four crankshafts 112. In some configurations, a linkage mechanism between connecting rod 116 and crosshead 114 may pass through connecting rod 116 to connect connecting rod 116 to crosshead 114. In some configurations, the connecting rod may be a crosshead linkage mechanism T. In some configurations, the crosshead linkage mechanism T may slide along a friction-reducing element, such as a thrust roller bearing, a sliding bearing, a hydrodynamic diaphragm bearing, and / or the like. In some configurations, the sliding of connecting rod 116 relative to crosshead 114 may be achieved within a defined range.

[0235] The crosshead 114 described in the preceding discussion is typically a rigid structure with a sliding pin. However, other configurations are possible. Figure 46 and Figure 47 An example of a crosshead 114 with a cross-linked or accordion-like structure is shown. The crosshead 114 shown can shear inwards and outwards, which widens and narrows the distance between the piston and the connecting rod 116 on each lateral side.

[0236] exist Figure 46 In the image, the crosshead 114 is shown in a state of vertical compression and horizontal expansion. Figure 47 In the image, the crosshead 114 is shown in a configuration of at least partial horizontal compression. Figure 47 As shown, the crosshead 114 is not at its maximum width and / or maximum height.

[0237] In the illustrated configuration, connecting rod 116 connects to crosshead 114 at pivot point 550. In some configurations, pivot point 550 may be defined by attachment pin 504 or other similar components. In the illustrated configuration, two connecting rods 116 may connect to a first pivot point 550, and two other connecting rods 116 may connect to a second pivot point 550. The two pivot points 550 are located on opposite sides of crosshead 114 relative to the axis of cylinder bore 106 or piston 110.

[0238] Figure 46 and Figure 47 The crosshead 114 shown is an assembly of several crosshead sub-components arranged in a manner that allows them to pivot relative to each other. In some configurations, the assembled crosshead sub-components are connected by pins, allowing the sub-components to pivot relative to each other. In the illustrated configuration, the crosshead 114 is defined by a double-pivot rotor assembly 552 and a triple-pivot rotor assembly 554, as well as a connecting pin 556.

[0239] Figure 48 and Figure 49 A dual-pivot rotor component 552 according to some configuration is shown. The dual-pivot rotor component 552 includes a body 560. The body 560 defines two openings 562. The two openings 562 can be configured to receive a connecting pin 556. The connecting pin 556 can be used to couple the dual-pivot rotor component 552 to other sub-components (e.g., to another dual-pivot rotor component 552 or to another triple-pivot rotor component 554).

[0240] The body 560 of the dual-pivot rotor component 552 includes a stepped construction. This stepped construction results in varying thickness. In the illustrated configuration, the body 560 of the dual-pivot rotor component 552 includes a thinner portion 564 and a thicker portion 566. The thickness of the thinner portion 564 is approximately half the thickness of the thicker portion 566. In some configurations, stacking two thinner portions 564 provides a similar thickness to the thicker portion 566.

[0241] Furthermore, the main body 560 includes curved or tapered sidewalls, which help reduce contact and wear with adjacent sub-components. The profile of the dual-pivot rotor component 552 can be used to define the overall crosshead thickness and limit the range of motion of the crosshead's accordion-like structure.

[0242] As shown in the figure, one of the two openings 562 is defined through the thinner portion 564 of the dual-pivot rotor component 552. The other of the two openings 562 is defined through the thicker portion 566 of the dual-pivot rotor component 552. Two circumferential lubricant channels 570 outline the two openings 562. The circumferential lubricant channels 570 can pass oil between the connecting pins 556 and maintain a lubrication interface between the pins 556 and the dual-pivot rotor component 552.

[0243] In the illustrated configuration, a connecting channel 572 connects two circumferential lubricant channels 570. The connecting channel 572 extends from the thicker portion 566 of the dual-pivot rotor component 552 toward the surface 574 of the thinner portion 564 of the dual-pivot rotor component 552. The surface 574 of the thinner portion 564 of the dual-pivot rotor component 552 will engage with the thinner portion of another sub-component, whether that sub-component is a dual-pivot rotor component 552 or a triple-pivot rotor component 554. Therefore, extending the connecting channel 572 to the surface 574 facilitates lubrication of the interface between the two connected sub-components.

[0244] Figure 50 and Figure 51 A three-pivot rotor assembly 554 is shown. The three-pivot rotor assembly 554 is similar to the two-pivot rotor assembly 552, but includes three openings 562. The three openings 562 of the three-pivot rotor assembly 554 are for receiving pins 556 or other fasteners. Like the two-pivot rotor assembly 552, the three-pivot rotor assembly 554 may include oil passages 572. The oil passages 572 may extend between circumferential lubricant channels 570 surrounding the openings 562 and, when assembled, allow oil to flow through the crosshead 114. The oil passages 572 may be used to supply oil to lubricate the walls of the openings 562 and / or the pins 556 or other retaining mechanisms disposed in the openings 562.

[0245] The three-pivot rotor assembly 554 also includes a thinner portion 564 and a thicker portion 566. In the three-pivot rotor assembly, the thinner portion 564 is disposed between the two thicker portions 566. Similar to the two-pivot rotor assembly 552, the thickness of the thinner portion 564 is approximately half the thickness of the thicker portions 566.

[0246] The dual-pivot rotor assembly 552 and the triple-pivot rotor assembly 554 include rounded transitions and tapered sidewalls. For example... Figure 52As shown, in some configurations, at least a portion of the crosshead 114 can enter the cylinder bore 106. In other words, the bottom end of the cylinder bore 106 can define a plane, and during at least a portion of the movement of the crosshead 114, at least a portion of the crosshead 114 can be on a first side of that plane, while a second portion of the crosshead 114 can be on a second side of that plane. This configuration provides a compact construction for the internal combustion engine 100 using an integral cylinder block 102. The outer edges of the sub-components 552, 554 can be rounded, tapered, or otherwise shaped such that the crosshead 114 is unlikely to collide with or otherwise interfere with the cylinder wall defining the cylinder bore. In some configurations, the crosshead 114 may include a different number of sub-components than shown.

[0247] Figures 53 to 56 Additional views of the crosslinked floating crosshead configuration are shown. Figure 53 A view of an X-shaped crosslink / accordion-style capture free piston with a non-articulated piston and a floating crosshead is shown. Figure 54 A view of an X-shaped crosslink / accordion-style capture free piston with a non-articulated piston and a floating crosshead is shown. Figure 55 A view of an X-shaped crosslink / accordion-style capture free piston with an articulated piston and a floating crosshead is shown. Figure 56 A view of an X-shaped crosslink / accordion-style capture free piston with an articulated piston and a floating crosshead is shown.

[0248] As described herein, when a capture-type free piston engine is in operation, the path of the engagement point between the connecting rod 116 and the end of the crosshead 114 can be defined as an approximately narrow, elongated figure-eight path (i.e., along the piston's direction of motion). This path is characterized by a ratio of approximately 10:1 between the vertical motion and the lateral motion of the engagement point. The height of the figure-eight can be approximately the same as the stroke length of the piston 110, and the width of the figure-eight can be approximately 1 / 10 of the stroke length of the piston 110. The width of the figure-eight (i.e., the lateral stroke) can be balanced by the lateral stroke of the corresponding connecting rod 116 on the opposite side of the crosshead 114. The lateral stroke of the engagement point provides a sufficiently limited range of motion and surface area to transmit force from the piston 110 to the crankshaft 112 while having a relatively low level of lateral friction. In some configurations, balanced lateral slippage can exist at the engagement point (i.e., the pivot point from the crosshead 114 to the connecting rod 116). In some configurations, a set of lever arms (e.g., six lever arms) can be used as an "accordion-style" crosshead (also known as a crosslinked floating crosshead). The crosslinked floating crosshead can transmit force to the link pivot point through the rotational movement of each lever arm relative to the other lever arms without sliding motion. In addition to using bearings, using rotational force instead of sliding force reduces friction and unwanted vibrations, and improves efficiency and durability.

[0249] Pistons and piston assemblies As described above, certain features, aspects, and advantages of this disclosure relate to the construction of piston 110. Piston 110 may have certain advantages, including but not limited to improved thermal characteristics, reduced friction, and reduced mass. The choice of piston type and the advantages provided by that choice may depend on the specific engine design and implementation. Each piston described herein can be used with an internal combustion engine 100 using an integral cylinder block 102. However, although described in the context of an internal combustion engine 100 using an integral cylinder block 102, piston 110 can also be used in other engine configurations.

[0250] Piston 110 can be used in the captured free-piston engine configuration described in this disclosure. A captured free-piston engine configuration may include a pair of pistons that can translate linearly without significant lateral loads, and / or forces are transmitted between the pistons in each pair without directly entering the connecting rod and / or crankshaft. This can reduce friction between the pistons and / or piston rings and cylinder walls and / or other components (e.g., pistons, crossheads, connecting rods, and / or crankshaft). In some configurations, the captured free-piston engine configuration can result in forces that do not contribute to power output (e.g., forces for compression, exhaust, and / or scavenging) being transmitted from one piston to the opposed piston. Therefore, reduced crankshaft forces can exist, resulting in reduced crankshaft friction and reduced wear on the crankshaft, connecting rods, and corresponding connecting pins, and / or higher engine efficiency and durability. The reduction in forces required through the crankshaft allows the crankshaft to be made of lighter and cheaper materials.

[0251] Traditional piston designs typically include a piston skirt extending downwards from the piston crown. When mounted in an engine, the piston skirt may contact or approach the cylinder bore wall. The piston skirt helps prevent or limit piston movement in directions other than the cylinder axis. For example, the piston skirt can limit lateral movement and rotation of the piston. Piston skirts can have several disadvantages. For instance, contact between the piston skirt and the cylinder wall increases friction, thus reducing efficiency. As another example, the piston skirt adds weight to the piston, which also reduces efficiency. According to at least some of the configurations described herein, the piston may not include a piston skirt, or it may include a short piston skirt. Engine designs ensure that the piston has little or no lateral or rocking motion, thus making such configurations possible.

[0252] Figure 57 A cross-sectional view of an example piston 110 according to some configurations is shown. The individual parts of the piston 110 may be 3D printed, cast, forged, and / or machined. In some configurations, different parts of the piston 110 may be formed from different materials to achieve specific thermal and / or mechanical property advantages.

[0253] like Figure 57As shown, piston 110 may include piston body 600. Piston body 600 may include upper portion 602 and lower portion 604. In the illustrated configuration, upper portion 602 includes an outer wall 606 surrounding upper recess 610. In some configurations, the outer wall 606 of upper portion 602 includes a truncated conical region. In some configurations, the outer wall 606 of upper portion 602 includes a cylindrical region. Lower portion 604 may include an outer wall 612 surrounding lower recess 614. In some configurations, the outer wall 612 of lower portion 604 may be generally cylindrical.

[0254] At the top 616 of the outer wall 606 of the upper portion 602 of the piston 110 is a cylindrical region. The cylindrical region may include one or more grooves formed in the cylindrical outer wall. One or more piston rings 620 may be positioned within one or more grooves. The piston rings 620 are configured to slide along the wall of the cylinder bore 106. The piston rings 620 provide a seal for the combustion chamber 104. Although... Figure 57 Three piston rings 620 are shown, but the number of piston rings 620 can be determined based on the application and construction of the internal combustion engine 100. For example, there may be as few as one or as many as five piston rings 620.

[0255] Piston top plate 630 is positioned on the upward-facing surface of piston body 600. Piston top plate 630 can be secured to piston body 600 in any suitable manner. Piston top plate 630 is optional. Piston top plate 630 replaces a conventional piston top with a component that reduces heat conduction from combustion gases to piston body 600. In some piston top plates 630, a particular material layer can be completely encapsulated in or covered by another material, allowing for thicker layers of more difficult-to-machine and brittle materials (e.g., ceramics), thus better reducing heat transfer. The brittle material can be protected by a more machineable and ductile material (e.g., a metal alloy), and can be encapsulated in or covered by it. Because some ceramic materials (e.g., those used for insulating parts of spark plugs and other components) can have very high melting points once formed, this ceramic material can be formed and then cast into another material, such as a low thermal conductivity but machinable metal alloy, to allow the ceramic material to be completely encapsulated and protected. In this way, the piston top plate 630 can be formed of a material that reduces heat conduction from the combustion chamber 104 to the piston body 600.

[0256] In some configurations, the piston top plate 630 can be secured to the piston body 600 using one or more fasteners (such as bolts, pins, dowels, etc.). For example, Figure 58 The piston 110 shown illustrates one or more techniques by which the piston top plate 630 can be mechanically coupled to the piston body 600. For example, in Figure 58In this configuration, the piston top plate 630 can be connected to the piston body 600 via a pin or pin 632. The pin or pin 632 can be positioned such that it does not pass through any piston oil passage 634. Any suitable number of pins or pins 632 can be used, including as few as one pin or as many as four pins 362. The pin or pin 632 can serve as an anti-rotation key.

[0257] exist Figure 58 In the illustrated configuration, the piston top plate 630 can be secured to the piston body 600 using a mechanical fastener 636 (e.g., a bolt). Although the illustrated configuration has both a pin or dowel 632 and a mechanical fastener 636, either one can be used while excluding the other. When in the assembled state, the head of the mechanical fastener 636 can reside within a lower recess 614 defined by the piston body 600 and the piston rear cover 640. For example, the mechanical fastener 636 can be inserted, and then the piston rear cover 640 can be secured in place above the mechanical fastener 636.

[0258] In some configurations, the piston top plate 630 can be secured to the piston body 600 without the use of fasteners. For example, in some configurations, the piston top plate 630 can be secured to the piston body 600 using an interference fit or any number of complementary engagement structures. In some configurations, the piston top plate 630 can be secured to the piston body 600 using an interference fit, such as... Figure 57 As shown. This configuration is possible because there is almost no shear force on the interference fit joint. Since the combustion chamber 104 is at least partially defined by the piston top plate 630, the elevated temperature present within the combustion chamber 104 can also exert thermal expansion forces, thereby increasing the strength of the interference fit. Since the piston top plate 630 is typically subjected only to downward forces (e.g., forces pushing the piston top plate 630 against the piston body 600) during operation of the internal combustion engine 100, a fastenerless anti-corrosion method can also be used.

[0259] In some configurations, the piston top plate 630 can be cast into the piston body 600. For example, the piston body 600 can be machined, and the material for the piston top plate 630 can be cast into the piston body 600. Casting can provide certain advantages related to heat conduction, such as, but not limited to, these. As described herein, in some configurations, the piston top plate 630 can be formed from a variety of materials. For example, the piston top plate 630 may include a first layer (e.g., industrial ceramic), a second layer (e.g., stainless steel), a third layer (e.g., aluminum), and so on. One or more layers of the piston top plate 630 can be cast into the piston body 600.

[0260] Maintaining a lubricating oil film along the sidewalls of the cylinder may be important. In some configurations, the piston 110 may include an oil labyrinth to supply oil to the piston rings 620. For example... Figure 57As shown, the piston body 600 includes piston oil passages 634. Piston oil passages 634 deliver oil to piston rings 620. Any number of piston oil passages 634 can be present, and they can be made in any desired diameter or shape. In some configurations, piston oil passages 634 can be arranged in a periodic pattern around the circumference of the piston 110.

[0261] refer to Figure 57 The piston oil passage 634 shown extends upward from the bottom surface 642 of the piston body 600 toward the piston ring 620. The piston oil passage 634 can be formed in the piston body 600 by drilling, boring, or other methods. (Reference) Figure 58 The piston 110 is shown as having a different set of oil passages 634. Figure 58 The piston oil passage 634 opens at the side surface 644 of the piston body 600, rather than at the bottom surface 642 of the piston body 600. The location of the inlet 646 of the piston oil passage 634 (i.e., bottom or side) depends on the location of the oil source of the piston 110. The inlet 646 of the piston oil passage 634 can be in fluid communication with the oil passage of the crosshead 114. Therefore, in the illustrated configuration, there will be a correlation between the outlet of the oil passage of the crosshead 114 and the inlet 646 of the piston oil passage 634. The crosshead 114 and the piston body 600 can be fixed together in any suitable manner. For example, Figure 58 The presence of pin 650, which can be used to secure the two parts together, is shown.

[0262] In the illustrated configuration, the piston oil passage 634 comprises two parts: a lower portion 652 and an upper portion 654. In the illustrated configuration, the upper portion 654 and the lower portion 652 of the oil passage 634 are connected at a cavity 656 defined by the piston body 600 and the piston rear cover 640. The gap between the piston body 600 and the piston rear cover 640 can form the cavity 656. The cavity 656 can receive oil for distribution to the piston rings 620. The piston rear cover 640 can be fitted to the piston body 600 in any suitable manner. In some configurations, the piston rear cover 640 can be fixed to the piston body 600 using an interference fit. In some configurations, the cavity 656 can be formed by drilling, boring, or otherwise removing material from the piston body 600 to form the cavity. In some configurations, the piston rear cover 640 and / or the cavity 656 may not be used.

[0263] In some configurations, oil can be supplied to the crankshaft top cover 212. Passages extend from the crankshaft top cover 212 to supply oil to the main journals 250 of the crankshaft 112. The main journals 250 can supply oil to the crankshaft main bearings. The crankshaft 112 may include passages for transferring oil from the main bearings to the crankshaft 112 and then to the end bearings of the connecting rod 116. The connecting rod 116 can supply oil to the bearings on the crosshead 114. The bearings of the crosshead 114 can supply oil to crosshead passages, or to crosshead-to-piston bearings, which can supply oil to the crosshead-piston bearings, or, in some configurations where the crosshead and piston are integral rather than articulated, to the piston oil labyrinth.

[0264] As described elsewhere, piston 110 can be configured to hinge relative to crosshead 114. Figure 59 and Figure 60 An example of a piston 110 configured to be articulated is shown. Figure 59 and Figure 60 The piston 110 shown includes a two-piece piston body 600. Figure 59 It shows Figure 60 The side sectional view of piston 110 shown. Figure 59 and Figure 60 The piston 110 shown may include Figure 57 and 58 Features of the piston, such as oil passages, bolts, or pins for securing the piston top plate 630 to the piston body 600, for example, but not limited to these.

[0265] Figure 59 and Figure 60 The piston 110 shown can be used with the articulated crosshead configuration shown herein. Reference Figure 60 The piston 110 may include a piston hinge point 660. The piston hinge point 660 may be configured to receive a pin, bolt or other component for securing the piston 110 to the crosshead 114.

[0266] refer to Figure 59 and Figure 60The piston 110 shown includes a multi-part configuration. For example, piston 110 may include a piston top plate 630 and a piston body 600, wherein the piston body 600 includes an upper portion 662 and a lower portion 664. The upper portion 662 carries piston rings 620. The upper portion 662 is positioned between the piston top plate 630 and the lower portion 664 of the piston body 600. The upper portion 662 and the lower portion 664 can be connected in any suitable manner. In some configurations, a pin or dowel pin 632 may be used to secure the upper portion 662, the lower portion 664, and the top plate 630 together. In some configurations, the top plate 630 and the lower portion 664 of the piston body 600 may be connected together by a mechanical fastener 636, wherein the upper portion 662 of the piston body 600 is clamped between the top plate 630 and the lower portion 664 of the piston body 600.

[0267] In some configurations, the piston top plate 630 may be formed of a material with relatively low thermal conductivity, including but not limited to stainless steel, Invar alloy, Inconel alloy, ceramics, and / or composite materials. The upper portion 662 of the piston body 600 may be the same material or different materials. For example, the upper portion 662 of the piston body 600 may include cast iron or other materials. The material of the upper portion 662 of the piston body 600 may be selected based on a variety of factors, such as cost and / or stability. The lower portion 664 of the piston body 600 may include a lighter material, such as aluminum. In some configurations, the components may be threaded together. In some configurations, the components may be stacked. For example, stacking may be a feasible way to assemble components because the piston 110 can operate substantially under compression. In some configurations, the multi-part configuration of the piston 110 may have lower thermal conductivity (e.g., due to the use of a material with relatively low thermal conductivity in at least one layer). For example, the material of the piston 110 portion that holds the piston rings 620 may be selected, which may be in contact with or adjacent to the cylinder wall, to reduce or minimize thermal expansion. The material of the piston top plate 630 can be selected to minimize or reduce heat conduction. In some configurations, the material of the piston top plate 630 in one or more piston top plate layers may include ceramic. In some cases, the ceramic may be formed in a mostly solid shape of the piston top plate shape, or have pores that allow another material (such as a metal alloy) to encapsulate the porous ceramic and form around it to add protection to the ceramic.

[0268] Depending on the configuration, the motion can pass substantially or entirely linearly through the cylinder bore 106. Depending on the configuration, the force can be substantially or entirely compressive. Linear motion and compressive force can result in reduced vibration because relatively small (or no) lateral forces can be present. In some configurations, the piston top plate 630, the layer immediately below the piston top plate 630, or both can be secured to the piston body 600 using several chemical and / or mechanical methods, including, for example, but not limited to, interference fits, sliding fits with chemical bonding, bolts, nuts, and / or pins (with or without anti-rotation keys, although pins will generally serve as anti-rotation keys) and any combination thereof.

[0269] like Figure 59 and Figure 60 As shown, the exposed surface of the top plate 630 may be asymmetrical. This asymmetrical configuration of the top plate 630 may be implemented in any other piston configuration described and / or shown herein. The top plate 630 may be used to accommodate a baffle that may be included in the combustion chamber, such as a baffle on the upper surface of the combustion chamber, as described in more detail below.

[0270] In some configurations, the internal combustion engine 100 can have a relatively large stroke volume per cylinder volume due to the absence of piston rocking (which allows for a short piston skirt) and the absence of cylinder sidewall intake or exhaust ports. Because of this relatively high stroke volume to cylinder volume ratio, and due to other geometric advantages such as placing two crankshafts 112 upwards along the cylinder bores 106 and having shorter crank arms on the crankshafts 112 (e.g., in contrast to a crankshaft with a crank throw below the cylinder that is 50% of the stroke length), the combustion volume relative to the engine block size can be relatively large compared to conventional engine designs. For example, in a four-stroke configuration of the internal combustion engine 100 using an integral cylinder block 102, the combustion volume can be the same as or approximately the same as the full-stroke volume. In a two-stroke design, the combustion volume can be smaller than the stroke volume, for example, due to scavenging. In some configurations, the two-stroke design can be configured to use lift-to-lift-valve flow. In some configurations, although not necessarily, the piston stroke can be smaller than the piston bore diameter. In a typical conventional engine, scavenging gas can occupy approximately 12% to approximately 50% of the stroke volume and typically originates from both expansion and compression. For example, in a typical conventional port-to-port or port-to-valve two-stroke engine, at least the ports are partially open during at least a portion of the compression and expansion phases. Depending on some configurations described herein, scavenging gas can originate entirely or almost entirely from either compression or expansion. In some configurations, scavenging gas can occur during both expansion and compression. In some configurations, scavenging gas can occur entirely or almost entirely at or near maximum compression and / or maximum expansion, for example, by controlling the opening time and / or duration of the intake and / or exhaust valves. This can have several advantages. For example, the engine can have a continuously variable compression ratio (e.g., to optimize for higher power or higher efficiency). In some configurations, the compression ratio can vary during operation. For example, when in urban environments, engine performance characteristics can be modified to optimize for reduced emissions, such as reductions in particulate matter, soot, nitrogen oxides, and / or other emissions.

[0271] baffle Both incomplete and excessive scavenging negatively impact engine performance, leading to reduced efficiency, increased waste heat, increased particulate emissions, and the accumulation of combustion byproducts. Incomplete scavenging results in residual exhaust gases interfering with subsequent combustion cycles, leading to reduced power output and efficiency. Conversely, excessive scavenging results in lower efficiency and increased particulate emissions.

[0272] Using baffle 670 offers several advantages. For example, when scavenging air enters combustion chamber 104 from intake passage 172, baffle 670 can force the scavenging air to enter combustion chamber 104 along a more downward trajectory, as the crossflow that would normally flow directly to exhaust passage 134 can be redirected by baffle 670. Alternatively, baffle 670 can generate different flows when piston 110 compresses the air / fuel mixture within combustion chamber 104. Baffle 670 can significantly improve scavenging.

[0273] In some configurations, the baffle 670 is Figure 61 The tongue-shaped structure is shown. Baffle 670 can extend downwards from the top of combustion chamber 104. Baffle 670 can extend downwards into combustion chamber 104. Baffle 670 may be particularly beneficial when the internal combustion engine 100 with integral cylinder block 102 is operated as a two-stroke diesel engine, although baffle 670 can be used in other operating modes and / or with different fuels. In some configurations, baffle 670 can be used during four-stroke or two-stroke operation, although typically baffle 670 is either not used, or if used, its height may be shorter when used for four-stroke operation than when used for two-stroke operation.

[0274] In some configurations, the baffle 670 can be installed in place. In some configurations, the baffle 670 can be integrally formed with the integral cylinder block 102 or the cylinder head plate 232. If the baffle 670 is a separate component from the cylinder head plate 232, the baffle 670 can be secured to the cylinder head plate 232 or the upper wall of the combustion chamber 104 formed within the integral cylinder block 102 using one or more chemical and / or mechanical fasteners.

[0275] Figure 62 A configuration in which baffle 670 is secured to cylinder head plate 232 is shown. In the illustrated configuration, bolts 672 or other mechanical fasteners may be used, for example but not limited to, to secure baffle 670 to cylinder head plate 232. In some configurations, baffle 670 may be part of one or more layers of cylinder head plate 232 (e.g., baffle 670 may be defined by a variety of layered materials, as discussed above regarding other components). In some configurations, baffle 670 may be formed of or comprise layers of an Inconel alloy or similar material having very low thermal conductivity. Figure 63 As shown, in some configurations, the baffle 670 can be integrally formed with the cylinder head plate 232 (or in engine configurations that do not use the cylinder head plate 232, it can be formed as part of the integral cylinder block 102).

[0276] Refer again Figure 61In some configurations, the height of baffle 670 (e.g., the distance from the base to the top of baffle 670) may be equal to or greater than the lift height of intake valve 126 and / or exhaust valve 132 in a two-stroke engine. In some configurations, the height of baffle 670 may be equal to or less than the lift height of intake valve 126 and / or exhaust valve 132 in a four-stroke engine.

[0277] A higher baffle 670 is beneficial for scavenging, but it may come into contact with the piston crown 630 of the piston 110. Therefore, when reaching top dead center, the piston 110 may not move upwards to the top of the combustion chamber 104 to avoid collision between the piston crown 630 and the baffle 670. In some configurations, the piston crown 630 may be shaped to accommodate the baffle 670.

[0278] The piston top plate 630 can be shaped such that it does not collide with the baffle 670 when the piston is at top dead center. For example... Figure 61 As shown, the intake valve opening 122 and the exhaust valve opening 130 can have different dimensions. For example, the intake valve opening 122 can be larger than the exhaust valve opening 130. In some configurations, the intake valve opening 122 and the exhaust valve opening 130 can have the same size. Furthermore, because the intake valve 126 and the exhaust valve 132 have different dimensions in the illustrated configuration, the baffle 670 can be offset from the axial center of the cylinder bore 106 in one direction. In some configurations, the baffle 670 is aligned with the axial center of the cylinder bore 106 in one direction and offset from the axial center of the cylinder bore 106 in another direction.

[0279] In some configurations, the piston top plate 630 and / or the top surface of the piston (e.g., the piston surface exposed to the combustion chamber) may include complementary notches or recesses to accommodate the baffle 670. Figure 64 and Figure 65 Views taken from below the baffle 670 and schematic cross-sectional side views of the baffle 670 and piston top plate 630 are shown. Figure 64 As shown, baffle 670 can extend along an axis offset from the center of cylinder bore 106. However, baffle 670 is shown as planar symmetrical about its extension along the central axis of cylinder bore 106. As shown, intake valve 126 is located on one side of baffle 670, and exhaust valve 132 is located on the opposite side of baffle 670. The side view shows that piston top plate 630 can have a recess that generally conforms to the shape of baffle 670. In the configuration shown, the recess defined within piston top plate 630 is generally boat-shaped. The boat shape can have curved or tapered lateral portions and a generally linear central portion. Other configurations are possible depending on the shape of baffle 670 and the shape of piston 110 or piston top plate 630.

[0280] Figure 66 and Figure 67The shape of the piston top plate 630 is shown to generally conform to the shape of the baffle 670 along a second direction. In other words, when a section is taken in a direction perpendicular to the length of the baffle 670, the recesses in the baffle 670 and the piston top plate 630 can be complementary. In some configurations, the baffle 670 has a pair of generally linear sidewalls at its root, which are angled to each other. The top of the baffle 670 shown includes an arcuate member connecting the two ends of the generally linear sidewalls. Pockets or recesses formed within the cylinder top plate 630 can have complementary shapes. Other configurations are possible with the goal of reducing the likelihood of collision between the piston top plate 630 and the baffle 670.

[0281] While the shape of the recess or pocket in the piston top plate 630 can fit quite closely to the shape of the baffle 670, other configurations are possible. For example, Figures 68 to 71 It shows that it can be used with Figure 67 Various examples of piston top plates 630 used in conjunction with baffles 670 are shown. Different shapes of recesses or pockets formed in the piston top plate 630 can effectively increase or decrease the volume of the combustion chamber 104 and / or increase or decrease maximum compression. For example, Figure 68 The piston top plate 630 shown can be used when high compression is required, while Figure 69 The piston top plate 630 shown Figure 70 The piston top plate 630 shown and Figure 71 The piston top plate 630 shown can be used to achieve successively lower compression and / or larger combustion chamber volume.

[0282] In some configurations, when the intake valve 126 and / or exhaust valve 132 is open, the baffle 670 may cover about 5% to about 40%, for example about 25%, of the curtain area of ​​the intake valve 126 and / or exhaust valve 132. In other words, the baffle 670 may extend about 5% to about 40% of the circumference of one or more intake valves 126 and / or exhaust valves 132.

[0283] In some configurations, the baffle 670 can be positioned such that one, two, or three exhaust valves 132 are on a first side of the baffle 670, and one, two, or three intake valves 126 are on a second side of the baffle 670, wherein the second side of the baffle 670 is opposite to the first side relative to a chord defined by the baffle across the combustion chamber 104. Although Figure 64 and Figure 66 The diagram depicts two intake valves 126 and two exhaust valves 132, but the number of intake valves 126 and exhaust valves 132 can vary, and the number of intake valves 126 is not necessarily equal to the number of exhaust valves 132. Figures 72 to 74 An example configuration of a baffle 670 including a different number of intake valves 126 and exhaust valves 132 is shown. For example, Figure 72A baffle 670 is shown positioned between two intake valves 126 and three exhaust valves 132. Figure 73 Two intake valves 126 and one exhaust valve 132 are shown. Figure 74 A dual-valve configuration is shown, wherein a single intake valve 126 is positioned on one side of a baffle 670, and a single exhaust valve 132 can be positioned on the opposite side of the baffle 670. In other words, regardless of the number of intake and exhaust valves, the baffle 670 can be positioned between the intake valve 126 and the exhaust valve 132.

[0284] refer to Figure 75 and 76 In some configurations, the baffle 670 may have a cutout or recess 674 to receive one or more intake valves 126 and / or exhaust valves 132. In some such configurations, the recess 674 may receive the intake valve 126 and / or exhaust valve 132 in an open position and / or may receive an intake valve seat 182 and / or an exhaust valve seat 192. In some configurations, the recess 674 may extend from the top to the bottom of the baffle 670. In some configurations, the recess 674 may extend less than the total height of the baffle 670. For example, the recess 674 may extend to a depth sufficient to allow one or more intake valves 126 and / or exhaust valves 132 to open by the desired amount.

[0285] For example, such as Figure 61 As shown, the baffle 670 may include an opening 680. The opening 680 may be aligned with the injector 124. Alignment with the injector 124 allows fuel to be injected through the opening 680 into the combustion chamber 104. In some configurations, there is only one opening 680. In some configurations, there are two or more openings 680 to allow multiple injectors 124 to inject fuel through the baffle 670. The opening 680 may be used to receive an injector 124 or a spark plug, for example, but not limited to, these. Figure 76 As shown, the opening 680 can extend completely through the baffle 670. In some configurations, at least a portion of the opening 680 is generally cylindrical. In some configurations, at least a portion of the opening 680 tapers towards the combustion chamber 104. In some configurations, at least a portion of the opening 680 widens towards the combustion chamber. In some configurations, at least a portion of the opening 680 may be threaded. In some configurations, at least a portion of the opening 680 may have a smooth inner surface.

[0286] Thermal and vibration management The efficiency of an internal combustion engine is affected by many factors. For example, incomplete combustion and friction within the engine can reduce efficiency. A significant source of efficiency loss in an internal combustion engine is likely heat loss from the combustion chamber through the combustion chamber walls, piston, and cylinder head. In a Carnot engine, the efficiency η is related to the temperatures of the cold source (TC) and the heat source (TH) during the engine cycle, with the relationship η ≤ 1 - TC / TH. Therefore, to improve the maximum theoretical efficiency, the cold source temperature can be reduced, the heat source temperature increased, or both can be increased. In practice, the cold source temperature is usually determined by the environmental conditions under which the engine operates. Therefore, engine design may attempt to increase the heat source temperature to achieve higher efficiency.

[0287] In some configurations, the combustion chamber 104 of the internal combustion engine 100 using an integral cylinder block 102 may include one or more surfaces. One or more surfaces may be provided on one or more surfaces defining the combustion chamber 104 (e.g., on the cylinder wall defining the combustion chamber 104, on the cylinder top adjacent to the head region of the integral cylinder block 102) and / or on other surfaces exposed to hot gases capable of doing work, including the walls of the exhaust passage 134, to reduce heat loss.

[0288] Constructing multi-layered components can offer several benefits. In some configurations, one or more layers can be used to achieve thermal efficiency. In some configurations, one or more layers can be made of different materials and / or one or more layers can be made of the same material. In some configurations, one or more layers can be made of a different material than the material used to form the integral cylinder 102 and / or piston 110. In some configurations, one or more layers can be made of the same material as the material used to form the integral cylinder 102 and / or piston 110, or any combination of these materials. Even when these layers are made of the same material as other layers in the same component, layers of the same material may not conduct heat as well as continuous materials due to thermal barriers created, for example, at the interfaces between layers (interfaces may insert air or a vacuum between layers and separate some molecular contacts within the main material).

[0289] Beyond thermal management, or as an alternative, layered structures can offer other benefits. For example, layered structures can reduce or absorb vibrations. Layered structures can reduce sound transmission. For instance, vibrations and shocks within an engine can be challenging, especially when using high compression ratios. Therefore, including layers of material capable of absorbing or damping such vibrations and shocks can be advantageous. In some configurations, multiple materials can be nested in a conical pattern to reduce thermal and / or vibration input to the rest of the cylinder block.

[0290] A variety of materials can be used for vibration management. For example, in some configurations, copper, lead, silver, or another relatively malleable metal, alloy, or solder can be used as one or more layers. In some configurations, pastes, putties, or other malleable / deformable compounds can be used as one or more layers. For example, in some configurations, thermally conductive / insulating pastes and / or thermally conductive compounds can be used as one or more layers. Thermally conductive pastes and / or thermally conductive compounds can facilitate heat transfer and / or vibration isolation.

[0291] Layered structures may have several advantages, but they may also present several considerations. For example, while a layered structure with different layers having different thermal conductivity, mechanical properties, etc., may be beneficial, minimizing the mismatch in the coefficients of thermal expansion (CTE) of the materials may also be important. For instance, if two layers have very different CTEs, the material may separate, crack, fragment, or fracture when the layers are subjected to temperature changes. This can be particularly serious in applications where the layers will be subjected to large temperature variations.

[0292] Although Figures 77 to 79 Each diagram depicts two layers, but any number of layers can be used. Some configurations may use one, two, three, four, or more layers. In some configurations, one or more components may not be layered. For example, but not limited to, in some engine configurations, the stroke length may be relatively short, so using a layered structure to define the cylinder bore may not be beneficial. In some configurations, different engine components may have different numbers of layers.

[0293] exist Figure 77 In the schematically illustrated configuration, the wall defining the cylinder bore 106 comprises multiple layers. In some configurations, the wall may be integrally formed with the integral cylinder block 102. In some configurations, the wall may be defined by a cylinder bushing 236, which is formed independently of and inserted into the integral cylinder block 102.

[0294] Depending on some configurations, the cylinder liner 236 can be used to improve at least one of thermal isolation, heat transfer, vibration isolation, and vibration absorption. A variety of materials can be used to achieve the desired thermal and / or vibration characteristics. The cylinder liner 236 can be one metal, or two different metals, or three different metals. Different layers can be used. These layers can present an onion-like structure in cross-section, with different layers having one or more of different thermal conductivity and / or different vibration absorption characteristics. The onion-like structure can include one, two, three, or more sections as needed. For example, the innermost layer (e.g., the layer exposed to the combustion chamber 104) can include a material that provides the desired thermal characteristics and maintains a lubricated surface. Other components, such as, but not limited to, the piston crown 630, can be similarly manufactured in a layered manner, as described in more detail herein.

[0295] exist Figure 77 In the illustrated configuration, the cylinder liner 236 includes a first cylinder wall layer 700. At least a portion of the first cylinder wall layer 700 is exposed to the combustion chamber 104. A second cylinder wall layer 702 may be disposed between the integral cylinder block 102 and the first cylinder wall layer 700. In some configurations, the integral cylinder block 102 may be cast iron, aluminum alloy, etc. In some configurations, the first cylinder wall layer 700 may have low thermal conductivity and be easily lubricated.

[0296] In some configurations, the cylinder top plate 232 may include multiple layers. This construction is... Figure 78 As shown in the diagram, the first layer 704 and the first cylinder wall layer 700 of the cylinder top plate 232 can be made of different materials. The second layer 706 and the second cylinder wall layer 702 of the cylinder top plate 232 can be made of the same material or different materials.

[0297] In some configurations, Invar alloy can be used as the inner layer of either or both of the cylinder liner 236 or cylinder head plate 232, while gray cast iron is on the outer side of the Invar alloy. Gray cast iron matches the thermal expansion of Invar alloy more closely than stainless steel or aluminum, thus helping to avoid large differences in CTE between adjacent materials. In some configurations, a third layer of aluminum can be used on the outer side. In some configurations, the cylinder liner 236 can be made of nickel-iron alloys with low coefficients of thermal expansion (e.g., Invar alloy, which is an alloy consisting of about 36% nickel and about 64% iron), nickel-chromium based alloys (e.g., Inco nickel alloy), stainless steel, ductile gray cast iron, iron-nickel-cobalt alloys (e.g., Kova alloy), and / or aluminum. Such a cylinder liner 236 can reduce heat transfer from the combustion chamber 104, thus leaving more heat in the combustion chamber 104.

[0298] In a low-cost internal combustion engine 100 having an integral cylinder block 102, the integral cylinder block 102 may be formed of aluminum without cylinder liners, or a cast iron cylinder block may be provided with steel liners. For aluminum or cast iron constructions, the cylinder bore 106 may be coated with ceramic or other forms of thermal barrier to reduce friction and improve heat transfer resistance. In some configurations, the liners may press-fit against each other.

[0299] Depending on some configurations of the internal combustion engine 100 using an integral cylinder block 102, the cylinder liner 236 can be inserted from below because there is no separation between the cylinder head and the cylinder block to access the cylinder bore 106. This configuration allows the cylinder liner 236 to have a wider variety of materials and material combinations than conventional engines, while better managing thermal and / or mechanical stresses.

[0300] In some configurations, the internal combustion engine 100 having an integral cylinder block 102 may include a separate cylinder head plate 232. The cylinder head plate 232 may be a component independent of the cylinder bushing 236, such that the cylinder head plate 232 is pushed upward by the cylinder bushing 236, or the cylinder head plate 232 may be integrally formed with the cylinder bushing 236. In some configurations, the cylinder head plate 232 is secured in place using the cylinder bushing 236. In some configurations, the head plate 232 may have a multi-layered configuration similar to the cylinder bushing 236, as described above.

[0301] like Figure 78 As schematically shown, the cylinder head plate 232 may include multiple layers. In some configurations, the multiple layers may be integrally formed with the integral cylinder block 102, rather than using a separate cylinder head plate 232. In some configurations, the multiple layers may be at least partially defined by the cylinder head plate 232. The cylinder head plate 232 may include a first cylinder head plate layer 704 exposed to the combustion chamber 104. A second cylinder head plate layer 706 may be disposed between the first cylinder head plate layer 704 and the integral cylinder block 102. The integral cylinder block 102 may be formed of any suitable material, which may include, for example, but is not limited to, cast iron and aluminum alloy.

[0302] like Figure 81 As shown, the cylinder head plate 232 may have one or more valve seat openings 710. The valve seat openings 710 may receive one or more intake valve seats 182 and one or more exhaust valve seats 192. The cylinder head plate 232 may include one or more center holes 712. The center holes 712 may accommodate fuel injectors (e.g., diesel fuel injectors) 124. In some configurations, the center holes 712 may not be present, such as in engines using carburetors. In some configurations, with more than one center hole 712 provided, the internal combustion engine 100 with an integral cylinder block 102 can, for example but not limited to, rapidly switch between fuel types by using multiple fuel injectors 124.

[0303] In some configurations, one or more intake valve seats 182 and / or one or more exhaust valve seats 192 may be machined into the cylinder head plate 232 after it has been positioned within the integral cylinder block 102. In some configurations, the cylinder head plate 232 may slide into place. In some configurations, the cylinder head plate 232 may have a rounded cut to better accommodate thermal expansion. In some configurations, the cylinder head plate 232 may be tapered or have a slight disc shape at the center. In some configurations, a center compression nut may be provided to secure the cylinder head plate 232 in place relative to the integral cylinder block 102.

[0304] Figure 79An example of the top of piston 110 is shown. The top of piston 110 may include a first piston head layer 714 and a second piston head layer 716 disposed between the first piston head layer 714 and piston body 600. The first piston head layer 714 may be exposed to combustion chamber 104. The first piston head layer 714 may be made of the same or different material as the first cylinder wall layer 700 and / or the first layer 704 of cylinder top plate 232. The second piston head layer 716 may be made of the same or different material as the second cylinder wall layer 702 and / or the second layer 706 of cylinder top plate 232. Piston body 600 may be made of the same or different material as the integral cylinder block 102.

[0305] like Figure 79 As shown in the schematic diagram, the second piston head 716 may have a downward extension 720. The downward extension 720 can be fitted into a cavity in the piston body 600. Although Figure 79 The diagram shows a cavity and a downward extension 720, but there may be multiple cavities and multiple downward extensions, and the cavity and / or downward extension may not be placed in the center in all configurations.

[0306] The first piston head 714 may have an extension 722 that passes through an opening in the second piston head 716 and enters a cavity in the piston body 600. In some configurations, there may be multiple extensions 722, which may or may not be centrally located. In some configurations, the second piston head 716 may have one or more cavities to receive the extension 722 of the first piston head 714, rather than passing through the second piston head 716 to reach the piston body 600, and the extension 722 may only partially extend into the second piston head 716. In some configurations, the layers of the piston top plate 630 may be secured using an interference fit. In some configurations, the layers of the piston top plate 630 may be secured using one or more bolts. In some configurations, the layers of the piston top plate 630 may be secured using one or more pins.

[0307] Figure 80 An example configuration of the cylinder bushing 236, cylinder top plate 232, and piston top plate 630 is shown. Figure 80As shown, the first layer 704 and the second layer 706 of the cylinder top plate 232 can be held in place by the structure of the integral cylinder block 102. A second cylinder wall layer 702 may be provided on the cylinder bore 106. The second cylinder wall layer 702 may be provided with a first cylinder wall layer 700. In some configurations, a fourth cylinder wall layer 724 may be included. For example, the second cylinder wall layer 702 may extend along a portion of the cylinder bore 106, and the fourth cylinder wall layer 724 may extend along another portion of the cylinder bore 106 in a region where the second cylinder wall layer 702 is not present. This approach can have several advantages. For example, using different materials along the length of the cylinder bore 106 allows heat to be selectively directed to desired locations, such as to facilitate heat extraction.

[0308] The piston top plate 630 may include multiple layers, as described above. For example, the piston top plate 630 may include a first layer 714 and a second layer 716. In some configurations, a third layer 726 may be included. There may be more or fewer layers. Figure 80 As shown, the first layer 714 can be secured to the piston body 600 using fasteners 636. For example, the second layer 716 and the third layer 726 may have holes or slots through which the fasteners 636 extend. The first layer 714 may have threaded holes for receiving the fasteners 636. In some configurations, the first layer 714 can be secured using pins 632. In some configurations, pins 632 may also secure the second layer 716, the third layer 726, or both. In some configurations, both pins 632 and fasteners 636 may be used simultaneously. In some configurations, neither fasteners nor pins may be used. For example, in some configurations, the layers may be held in place using an interference fit. As described above, the layers associated with the piston top plate 630 are generally capable of withstanding compressive forces, which reduces or eliminates the need to physically secure the layers to each other and / or to the piston body 600.

[0309] Figures 77 to 80 The use of layering or onionization on surfaces exposed to combustion chamber 104 is illustrated. In some configurations, similar methods can be used for other engine components. For example, exhaust gas and other byproducts exiting through exhaust passage 134 can be at relatively high temperatures. To reduce the likelihood of the internal combustion engine 100 using an integral cylinder block 102 being undesirably heated by exhaust gas and other byproducts, in some configurations, exhaust passage 134 may be lined with an exhaust port bushing 730. The exhaust port bushing 730 may comprise one or more layers having relatively low thermal conductivity to act as a thermal barrier between exhaust gas and other byproducts and the internal combustion engine 100 having an integral cylinder block 102.

[0310] Figure 81A partial view of components of an internal combustion engine 100 having an integral cylinder block 102 is shown, wherein the exhaust passage 134 includes an exhaust port bushing 730. The exhaust port bushing 730 comprises one or more heat-conducting materials. Figure 81 As shown, the exhaust port bushing 730 may extend along at least a portion of the length of the exhaust passage 134. The exhaust port bushing 730 may serve as a thermal barrier to reduce heat transfer from the exhaust gases to the integral cylinder block 102. The exhaust port bushing 730 in Figure 80 The exhaust passage 134 is shown as a single layer, but it can also be multilayered. These layers may include, for example, ceramic materials, Inconel alloys, Kova alloys, Invar alloys, or any other suitable materials. In some configurations, the portion of the exhaust passage 134 that will receive the exhaust port bushing 730 may have a set radius of curvature such that the exhaust port bushing 730 can slide into place. In other configurations, at least a portion of the exhaust passage 134 may be coated with the material defining the exhaust port bushing 730.

[0311] Engine cooling While preventing excessive heat loss from combustion chamber 104 can improve efficiency and / or reduce the transfer of waste heat to moving engine components, some heat may be transferred to multiple engine components. Removing waste heat from engine components to reduce the possibility of overheating of the internal combustion engine 100 may be important, as overheating can lead to increased wear, damage to engine components, seizing of moving engine components, and degradation of lubricating oil. In some configurations, such as the stationary engine components of the integral cylinder block 102, the heat can be directly cooled. In some configurations, moving components may rely on heat transfer through a medium such as lubricating oil. For example, but not limited to, the crankshaft 112 and connecting rod 116 may transfer excess heat through lubricating oil.

[0312] To reduce the possibility of overheat buildup in the internal combustion engine 100 having an integral cylinder block 102, materials with high thermal conductivity can be incorporated into the body and crankshaft cover 202 of the internal combustion engine 100, for example, but not limited to. In some configurations, copper heat sinks, rods, and plates can be integrated into the integral cylinder block 102. The heat sinks, rods, and plates can be arranged to transfer heat from the interior of the internal combustion engine 100 using the integral cylinder block 102 to air or liquid cooling outside the main components of the internal combustion engine 100. In some configurations, thermally conductive materials (e.g., copper) can be included during the casting of the integral cylinder block 102. In some configurations, thermally conductive materials can be added to the integral cylinder block 102 after casting. For example, holes, slits, and other types of recesses can be formed in the integral cylinder block 102 after casting. These holes, slits, and other types of recesses can be at least partially filled with a thermally conductive material, such as copper. In some configurations, such holes, slits, and other types of recesses can be through holes. In some configurations, holes, slits and other types of recesses can be blind holes and may not extend all the way to the inner or outer surface of the integral cylinder block 102.

[0313] In some configurations, the integral cylinder block 102, crankshaft cover 202, or both may have embedded heat-conducting hollow tubes, solid or hollow pipes, solid or hollow rods, or solid or hollow fins, for example, but not limited to these. In some configurations, the heat-conducting tubes, pipes, rods, or fins may be fully embedded in the integral cylinder block 102, crankshaft cover 202, and other components. In some configurations, the heat-conducting tubes, pipes, rods, or fins may be partially embedded in the integral cylinder block 102 and crankshaft cover 202, for example, but not limited to these.

[0314] like Figure 82As shown, the hot plate 740 may be disposed on or near the outer surface of the integral cylinder block 102 or crankshaft cover 202, for example, but not limited to. In some configurations, heat pipes, conduits, rods, or fins may be disposed on the outer surface of the integral cylinder block 102 or crankshaft cover 202. For example, in some configurations, the hot plate 740 may have heat pipes, conduits, rods, or fins embedded therein and extending away from the outer surface of the integral cylinder block 102 or crankshaft cover 202. In some configurations, heat pipes, conduits, rods, or fins exposed outside the integral cylinder block 102 and crankshaft cover 202 may be exposed to air. In some configurations, heat pipes, conduits, rods, or fins exposed outside the integral cylinder block 102 or crankshaft cover 202 may be enclosed in a cover. For example, uncovered exposed cooling features (e.g., heat pipes, conduits, rods, or fins) may be used in air-cooled engine designs. Covered cooling features may be used in engine designs utilizing liquid cooling and / or phase change cooling. In some configurations, covers (such as crankshaft covers or camshaft covers) may be added to the integral cylinder block 102 or may be cast together with the integral cylinder block 102. In some configurations, covers may form or partially form passages for oil or other coolants.

[0315] In some configurations, heat transfer to the hot plate 740 can be improved by using a thermal interface material. In some configurations, the thermal interface material may include, for example, but not limited to, a thermally conductive paste, indium, sintered silver, or another thermally conductive material. In some configurations, the opposing surfaces of the hot plate 740, the integral cylinder block 102, and / or the crankshaft cover 202 may be polished to improve thermal contact.

[0316] Figure 82 Some configurations of cooling structures that can be used to transfer heat from an internal combustion engine 100 having an integral cylinder block 102 are shown. The integral cylinder block 102 may include one or more cooling components 136. In some configurations, the cooling components 136 may be embedded in the integral cylinder block 102. The cooling components 136 may be, for example, but not limited to, heat pipes, conduits, rods, or fins.

[0317] In some configurations, the cooling component 136 may be connected to the heat-conducting plate 740. The heat-conducting plate 740 may be integrated into the integral cylinder block 102. The cooling component 136, the heat-conducting plate 740, or both may be made of a thermally conductive material such as copper. In some configurations, the heat-conducting plate 740 may be in thermal communication with an external heat-conducting plate 740 outside the integral cylinder block 102. The external heat-conducting plate 740 may have the cooling component 136 embedded or partially embedded therein. In some configurations, the heat-conducting plate 740 and the external heat-conducting plate 740 may be in direct contact with each other. In some configurations, a thermal interface material, such as thermal paste, indium, sintered silver, and / or other thermally conductive materials, may be provided between the heat-conducting plate 740 and the external heat-conducting plate 740. In some configurations, this thermal interface material may improve the heat transfer efficiency from the heat-conducting plate 740 to the external heat-conducting plate 740.

[0318] One or more cooling components 136 may extend from the integral cylinder block 102. In some configurations, one or more cooling components 136 may include machined recesses in the integral cylinder block 102. In some configurations, one or more cooling components 136 may be cast into the integral cylinder block 102. For example, the integral cylinder block 102 may be machined, and fin material (e.g., aluminum) may be cast into machined recesses in the integral cylinder block 102 to form one or more cooling components 136. Furthermore, any other components / features associated with the internal combustion engine 100 (e.g., heat shields, cylinder liners, exhaust manifold liners, etc.) may be cast into the integral cylinder block 102 in a similar manner. In some embodiments, the fins 744 may be hollow and may contain cavities in a vacuum or near-vacuum state. In some cases, the hollow fins 744 may contain a liquid. This liquid may be capable of undergoing a gas-liquid phase change and / or may contain fine materials that enhance capillary action, thereby providing a phase change cooling effect to the fins 744.

[0319] In some configurations, the cooling component 136 may be exposed, such as in an air-cooled engine design. In some configurations, the cooling component 136 may be enclosed within a housing 742. In some configurations, the housing 742 may be filled with fluid. In some configurations, the fluid may be exchanged, for example, via a heat exchanger or a pump.

[0320] In some configurations, the integral cylinder block 102 and / or crankshaft cover 202 may have a cooling structure 744 that is at least partially embedded therein and partially exposed. In this configuration, cooling plates such as heat-conducting plates 740 and external heat-conducting plates 740 may not be used. In some configurations, the cooling structure 744 may be enclosed within a housing 742 for fluid cooling. In some configurations, the cooling structure 744 may be exposed for air cooling.

[0321] In some configurations, the external heat-conducting plate 740, cooling structure 744, and housing 742 may be components that can be bolted to the engine. In some configurations, the external heat-conducting plate 740, cooling structure 744, and housing 742 may be secured to the engine using one or more straps.

[0322] like Figure 82The partially embedded cooling structure, such as cooling structure 744 shown, has several advantages. For example, it requires less material and is relatively simple to manufacture compared to a cooling structure mounted to the engine via an external heat-conducting plate 740. However, partially embedded cooling structures also have disadvantages, such as the difficulty in modifying the engine after manufacturing to increase or decrease cooling capacity (e.g., depending on operating conditions, it may be necessary to remove the external cooling structure to make the engine lighter or reduce drag). The combined use of external and internal cooling structures increases flexibility, as the external cooling structure can be added, modified, or removed relatively easily without reworking the integral cylinder block 102 or crankshaft cover 202.

[0323] Figure 83 Other examples of cooling characteristics according to some configurations are shown. According to some configurations, each crankshaft cover 202 can enclose the crankshaft 112 within the integral cylinder block 102. Therefore, the crankshaft cover 202 may contain half of the main bearing for supporting the crankshaft 112. The crankshaft cover 202 can be bolted to the integral cylinder block 102 or otherwise suitable. Figure 83 As shown, the crankshaft cover 202 may have a partially embedded cooling structure 744. In some configurations, the crankshaft cover 202 may include one or more oil passages 750. In some configurations, openings may allow oil to flow from the oil passages 750 to the corresponding crankshaft 112.

[0324] In some configurations, the integral cylinder block 102 may also include an oil passage 750. The oil passage 750 helps cool the integral cylinder block 102 and / or other engine components. In some configurations, the oil passage 750 may include one or more openings to allow oil to flow into and out of the integral cylinder block 102.

[0325] In some configurations, the internal combustion engine 100 using an integral cylinder block 102 may include one or more camshafts, which can be used to actuate one or more valves (e.g., intake valve 126 and / or exhaust valve 132). In some configurations, the camshafts may be enclosed within a chamber 220. For example, a valve mechanism cover 216 may be mounted to the integral cylinder block 102 to enclose the valve mechanism. Figure 84 As shown, the valve mechanism cover 216 can be bolted or otherwise secured to the integral cylinder block 102 and can cover the valve mechanism that drives the intake valve 126 and exhaust valve 132. The valve mechanism cover 216 may include an oil passage 752. The opening allows oil or other coolant to flow from the oil passage 752 to the camshaft and / or other components covered by the valve mechanism cover 216, such as valve clearance adjusters and / or other components of the valve actuation system.

[0326] Figure 85Another configuration of an internal combustion engine 100 using an integral cylinder block 102 is shown. In some configurations, oil can flow from oil passage 750 in crankshaft cover 202 to crankshaft 112. In some configurations, crankshaft 112 may include one or more oil passages. Oil can flow from crankshaft 112 to oil passage 322 of connecting rod 116. Oil can flow from oil passage 322 of connecting rod 116 to oil passage 510 of crosshead 114. Oil flows from crosshead 114 into oil passages 652, 654 of piston 110. Oil passages 652, 654 can provide lubrication to piston rings 620 of piston 110. Oil passages can be used to provide lubrication to camshaft and / or other components of valve actuation systems. However, Figure 85 The arrangement shown uses a push rod mechanism instead of a camshaft to drive the valve actuation system. Figure 85 The lubrication arrangement shown can be easily adapted to any other configuration. Furthermore, as... Figure 85 As shown, an exemplary internal combustion engine 100 may include an intake chamber 142, a scavenging blower / turbocharger 144, and / or an oil pan 146.

[0327] substrate For example, such as Figure 1 and Figure 85 As shown, in some configurations, a base plate 140 may be provided. Depending on the configuration, one or more integral cylinder blocks 102 may be mounted on the base plate 140 to define the type of internal combustion engine formed.

[0328] Reference Figure 86 The substrate 140 shown is configured for a three-cylinder engine (or a six-cylinder engine). The substrate 140 may include a body 800. In some configurations, the body 800 includes a generally plate-like structure having a central platform. The body includes one or more central cavities, recesses, or openings 802. The central cavities, recesses, or openings 802 may, for example, accommodate, but are not limited to, engine components and lubricating oil. In the illustrated configuration, the body 800 includes three such openings 802. The substrate 140 may be modified to accommodate any number of cylinders. In some configurations, one cavity, recess, or opening 802 may be provided for each integral cylinder block 102 (e.g., in an inline engine) or for each pair of integral cylinder blocks 102 (e.g., in an opposed engine). The openings 802 in the illustrated configuration are spaced apart by longitudinal beams 804. The longitudinal beams 804 extend from one side of a frame 806 to the other side of the frame 806. In some configurations, the longitudinal beams 804 define at least a portion of the central platform. The central platform is, for example, formed by… Figure 6 The embossed region 170 shown is formed. In some configurations, the substrate 140 and its longitudinal beams 804 may have sufficient thickness to form channels therein for lubricating oil or other fluids during or after manufacturing.

[0329] The substrate 140 shown includes a plurality of external mounting holes 160. The mounting holes 160 are used to secure the integral cylinder body 102 to the substrate 140. In some configurations, the plurality of external mounting holes 160 may be threaded. In some configurations, the plurality of external mounting holes 160 may be unthreaded. For example, if the integral cylinder body 102 includes an unthreaded external mounting hole 154, then the plurality of external mounting holes 160 of the substrate 140 may be threaded. Alternatively, if the external mounting hole 154 of the integral cylinder body 102 is threaded, then the plurality of external mounting holes 160 of the substrate 140 may be unthreaded. In some configurations, neither the external mounting hole 154 of the integral cylinder body 102 nor the external mounting holes 160 of the substrate 140 are threaded. For example, in some configurations, a threaded stud 166 may be used as a second fastener 166, such as, but not limited to, other fasteners. Figure 6 As shown. A threaded stud 166 can be connected to the base plate 140 and the integral cylinder body 102. The threaded stud 166 passes through an external mounting hole 160 in the integral cylinder body 102 and can be secured to one or a pair of integral cylinder bodies 102, for example, using a nut. Figure 86 In the configuration shown, the substrate 140 is shown using a combination of a threaded stud 166 (with a nut) and a bolt 164. The bolt 164 is mechanically connected to the substrate 140 through an internal mounting hole 162, which is, for example, but not limited to, internal mounting holes 162. Figure 6 As shown.

[0330] In some configurations, the shape, size, and other characteristics of the base plate 140 can be varied to accommodate various engine configurations. For example, in some configurations, the base plate 140 can be thicker to accommodate a longer stroke length of the piston 110. In some configurations, in an internal combustion engine 100 using a shorter stroke length of the piston 110, the base plate 140 can be thinner. In some configurations, the base plate 140 can be interchangeable. For example, a thinner base plate 140 can be replaced with a thicker base plate 140 to accommodate a longer stroke length of the piston 110.

[0331] Figures 87 to 90 Various examples of substrate 140 are shown, each substrate being arranged and configured in accordance with certain features, aspects and advantages of this disclosure. Figure 87 The substrate 140 can be designed to accommodate an integral cylinder 102 on one side of the substrate 140. Figure 87 The substrate 140 can be used in various engine designs, such as inline engine designs. In inline engines, Figure 87 The substrate 140 shown can be relatively thin, and it is not necessary to accommodate the integral cylinder 102 on opposite sides of the substrate 140. Therefore, the raised pressing areas 170 are not present on both sides of the substrate 140.

[0332] Figure 88The substrate 140 can be designed to accommodate two integral cylinders 102 disposed on opposite sides of the substrate 140. Figure 88 The base plate 140 can be used in a variety of engine designs, such as opposed compact, opposed balanced, or capture free piston engine designs. In some configurations, Figure 88 The substrate 140 can be configured for use in a capture-type free piston engine. In a capture-type free piston engine, the pistons 110 move simultaneously in the same direction and are coupled to each other, which facilitates the use of a smaller crosshead 114, thereby enabling the use of a thinner substrate 140.

[0333] Reference Figure 89 and Figure 90 The substrate 140 shown is... Figure 88 The substrate 140 shown is roughly similar. For example... Figures 88 to 90 As shown, the substrate 140 can have various total thicknesses. In some configurations, Figure 89 The substrate 140 can be configured for use in an opposed-piston compact engine. In an opposed-piston compact engine, each piston 110 can be coupled to an associated crosshead 114, and in some configurations, the opposed pistons 110 may not be coupled to each other. Therefore, the thickness of the substrate 140 can be greater than that of the opposed pistons. Figure 88 The base plate 140 shown for the capture-type free piston engine is thicker. In some configurations, Figure 90 The base plate 140 can be configured for use in a counter-piston balanced engine. In a counter-piston balanced engine, the pistons 110 can move in opposite directions, for example, such that two of the paired counter-pistons 110 reach top dead center or bottom dead center simultaneously.

[0334] like Figures 87 to 90 As shown, the substrate 140 may have raised pressed regions 170. For example, one or more pressed regions 170 may be present on one side of the substrate 140 (i.e., when configured for inline engines, V-type engines, etc.). When configured for opposed engine designs (e.g., captured free piston, opposed compact, and opposed balanced engine designs), one or more pressed regions 170 may be present on opposite sides of the substrate 140. The pressed regions 170 are generally aligned with the piston 110 of the internal combustion engine 100 with an integral cylinder block 102. The pressed regions 170 may define or include recesses or openings such that the pressed regions 170 do not interfere with the movement of the piston 110, crosshead 114, or connecting rod 116, for example, but not limited to these.

[0335] The pressing region 170 provides several benefits. For example, the pressing region 170 helps align the integral cylinder body 102 with the base plate 140. In other words, the integral cylinder body 102 may include a mounting region 150 with a central recess 152 (see [link to mounting region 150]). Figure 3The substrate 140 is fitted with a pressing region 170 to accommodate the substrate 140. The pressing region 170 can improve the structural integrity of the substrate 140 and / or the structural integrity of the internal combustion engine 100 using the substrate 140. In some configurations, the substrate 140 may not include the pressing region 170.

[0336] While some configurations of the internal combustion engine 100 using the integral cylinder block 102 employ a base plate 140, it may be desirable to omit the base plate 140 in certain situations. For example, in some small engine applications, it may be desirable to omit any base plate 140. Eliminating any base plate reduces the material cost of the internal combustion engine 100 using the integral cylinder block 102. In some configurations that do not use any base plate, the internal combustion engine 100 may include an internal support 810. The internal support 810 may include portions of the base plate and / or structural ribs that can be coupled to the interior of one or more integral cylinder blocks 102. In some configurations, the internal support 810 takes the form of a pressed area 170 of a base plate longitudinal beam 804. Ideally, the internal support 810 fills the central recess 152 of the mounting area 150 of the integral cylinder block 102. Although Figure 91 , Figure 94 , Figure 97 and Figure 100 The substrate 140 is shown, but for example, but not limited to Figure 92 , Figure 95 , Figure 98 and Figure 101 The internal support component 810 is shown in the figure.

[0337] Now refer to Figures 91 to 102 A simplified schematic cross-sectional view of an internal combustion engine 100 having one or more integral cylinder blocks 102 is shown in various configurations. As described above, Figures 91 to 102 The document provides three illustrations for four engine configurations. The first illustration in this set shows the base plate 140, the second shows the internal support 810, and the third shows a direct connection configuration without either the base plate 140 or the internal support 810.

[0338] Figures 91 to 93 An internal combustion engine 100 configured as an inline engine is shown. As discussed, Figure 91 It incorporates substrate 140, and Figure 92 It incorporates internal support component 810, Figure 93 Then neither of them is combined.

[0339] Figures 94 to 96 An internal combustion engine 100 configured as a compact engine with opposed pistons is shown. Figures 94 to 96In this configuration, pistons 110 are arranged in pairs. The pairs of pistons 110 move simultaneously in the same direction, such that when one piston 110 is at top dead center, the other piston 110 is at bottom dead center. In this structure, multiple pairs of pistons 110 can be used to achieve balance.

[0340] Figures 97 to 99 An internal combustion engine 100 configured with a balanced opposing piston structure is shown. (See diagram.) Figures 97 to 99 As shown, in the opposed piston balanced structure, the pistons 110 can move in opposite directions to each other, so that the two pistons 110 reach the top dead center and / or the bottom dead center at the same time.

[0341] Figures 100 to 102 An internal combustion engine 100 configured with a captured free piston structure is shown. (See diagram.) Figures 100 to 102 As shown, the pairs of pistons 110 can be immovably connected to each other via the crosshead 114. In this configuration, when one piston 110 moves, the other piston 110 moves in the same direction.

[0342] Unless otherwise expressly stated or understood in the context, conditional terms used herein (e.g., “may,” “can,” “possibly,” “for example,” etc.) are generally intended to convey that certain configurations include certain features, elements, and / or states, while other configurations do not. Therefore, such conditional terms generally do not imply that one or more configurations must include these features, elements, and / or states, or that one or more configurations necessarily include these features, elements, and / or states.

[0343] Unless otherwise explicitly stated or understood in the context in which they are used, connective words (such as the phrase "at least one of X, Y, and Z") are generally intended to convey that an item, term, etc., can be X, Y, or Z. Therefore, such connective words do not usually imply that some configuration must have at least one X, at least one Y, and at least one Z present simultaneously.

[0344] While the above detailed description may have shown, described, and pointed out novel features applicable to a variety of configurations, it should be understood that various omissions, substitutions, and / or changes may be made to the form and details of any particular configuration without departing from the spirit of this disclosure. As will be appreciated, some configurations may be implemented in a form that does not provide all the features and benefits set forth herein, as some features may be used or implemented separately from other features.

[0345] Furthermore, features described in one configuration can be incorporated into another disclosed configuration, even if not explicitly discussed herein, and configurations having such combinations of features still fall within the scope of this disclosure. For example, the aforementioned features described in one configuration can be used with different configurations described herein, and such combinations still fall within the scope of this disclosure.

[0346] It should be understood that the various features and aspects of the disclosed configurations can be combined or substituted with each other to form various modes of configurations of this disclosure. Therefore, the scope of this disclosure should not be limited to the specific configurations described above. Thus, unless otherwise stated, or unless obviously incompatible, each configuration of this disclosure may include, in addition to its features described herein, one or more features from each other configuration disclosed herein, or substitute those features for its features.

[0347] Features, materials, properties, or groups described in connection with a particular aspect, configuration, or example shall be construed as applicable to any other aspect, configuration, or example described in this section or elsewhere in this specification, unless incompatible with it. All features disclosed in this specification (including any appended claims, abstracts, and drawings), and / or all steps of any method or process so disclosed, may be combined in any combination except where at least some of such features and / or steps are mutually exclusive. The scope of protection is not limited to the details of any of the configurations described above. The scope of protection extends to any novel feature or any combination of novel features disclosed in this specification (including any appended claims, abstracts, and drawings), or to any novel step or any combination of novel steps of any method or process so disclosed.

[0348] Furthermore, certain features described in the context of a single implementation may also be implemented in combination in a single implementation. Conversely, multiple features described in the context of a single implementation may also be implemented individually or in any suitable sub-combination in multiple implementations. Moreover, although the features described above may be described as operating in certain combinations, in some cases, one or more features from a claimed combination may be removed from that combination, and that combination may be claimed as a sub-combination or a variation of a sub-combination.

[0349] Furthermore, while operations may be shown in the accompanying drawings or described in a specific order in the specification, these operations do not need to be performed in the specific order shown or sequentially, nor is it necessary to perform all operations to obtain the desired result. Other operations, not shown or described, may be incorporated into the exemplary methods and processes. For example, one or more additional operations may be performed before, after, simultaneously with, or between any operation. Furthermore, in other embodiments, operations may be rearranged or reordered. Those skilled in the art will understand that in some configurations, the actual steps taken in the shown and / or disclosed processes may differ from those shown in the figures. Depending on the configuration, some of the above steps may be removed, or other steps may be added.

[0350] Furthermore, the features and attributes of the specific configurations disclosed above can be combined in different ways to form additional configurations, all of which fall within the scope of this disclosure. Moreover, the separation of multiple system components in the above embodiments should not be construed as requiring such separation in all embodiments, and it should be understood that components and systems can typically be integrated into a single product or packaged into multiple products.

[0351] For the purposes of this disclosure, certain aspects, advantages, and novel features are described herein. Not all of these advantages can necessarily be implemented according to any particular configuration. Thus, for example, those skilled in the art will recognize that this disclosure may be embodied or implemented in a manner that achieves one or a set of advantages taught herein, without necessarily achieving other advantages taught or implied herein.

[0352] As used herein, degree terms (such as the terms "approximately," "about," "roughly," and "substantially") indicate a value, quantity, or characteristic that is close to the stated value, quantity, or characteristic while still performing the desired function or achieving the desired result. For example, the terms "approximately," "about," "roughly," and "substantially" may refer to a quantity within the range of less than 10%, less than 5%, less than 1%, less than 0.1%, and less than 0.01%. As another example, in some configurations, the terms "roughly parallel" and "substantially parallel" refer to a value, quantity, or characteristic that deviates from exact parallelism by less than or equal to 15 degrees, 10 degrees, 5 degrees, 3 degrees, 1 degree, 0.1 degrees, or other values.

[0353] The scope of this disclosure should not be limited to the specific disclosure of preferred configurations in this specification, and may be defined by the claims set forth in this section or elsewhere in this specification, or to be filed in the future. The language of the claims should be interpreted broadly based on the words used in the claims, and not limited to the examples described in this specification or during the examination of the application, which should be interpreted as non-exclusive.

[0354] Unless the context explicitly requires otherwise, throughout the specification and claims, the words “comprising”, “including”, etc., should be interpreted as inclusive rather than exclusive or exhaustive; that is, meaning “including but not limited to”.

[0355] Any reference to prior art in this specification is not, and should not be construed as, an admission or in any way an implication that such prior art constitutes part of the general knowledge of the art in any country in the world.

[0356] The present invention may also be broadly defined to include any parts, elements and features individually or collectively mentioned or indicated in this application specification, as well as any or all combinations of any two or more of such parts, elements and features.

[0357] In the foregoing description, integers or components with known equivalents have been mentioned and are incorporated herein as if described separately. Furthermore, when the term “substantially” or any variation thereof is used as an approximation adjacent to a numerical value or range, it is intended to provide sufficient flexibility for the adjacent numerical value or range to cover standard manufacturing tolerances and / or rounding to the next significant digit, whichever is larger.

[0358] It should be noted that various changes and modifications to the currently preferred configuration described herein will be apparent to those skilled in the art. Such changes and modifications can be made without departing from the spirit and scope of the invention and without diminishing its accompanying advantages. For example, various components may be repositioned as needed. Therefore, it is intended that such changes and modifications be included within the scope of the invention. Furthermore, not all features, aspects, and advantages are necessary for implementing this configuration. Therefore, the scope of protection is intended to be defined solely by the claims.

Claims

1. An internal combustion engine, comprising: Cylinder block, the cylinder block defining a cylinder bore; A piston capable of reciprocating between top dead center and bottom dead center within the cylinder bore; as well as A cylinder liner that surrounds the piston at all positions between top dead center and bottom dead center, the cylinder liner comprising: A first cylinder liner layer having a first thermal conductivity; A second cylinder liner layer having a second thermal conductivity; and A cylinder top plate, located between the top of the cylinder bore and the top of the cylinder liner, the cylinder top plate including at least one intake opening, the at least one intake opening receiving a valve seat, the valve seat cooperating with an intake valve to open and close the intake passage.

2. The internal combustion engine according to claim 1, wherein, The cylinder liner includes a third cylinder liner layer.

3. The internal combustion engine according to claim 2, wherein, The third cylinder liner layer has a third thermal conductivity.

4. The internal combustion engine according to claim 3, wherein, One or more of the first cylinder liner layer, the second cylinder liner layer and the third cylinder liner layer are formed of a material selected from the group consisting of: Invar alloy, Inconel alloy, stainless steel, ductile gray cast iron and aluminum.

5. The internal combustion engine according to claim 1 further includes a baffle extending downward from the top of the cylinder bore into the cylinder bore.

6. The internal combustion engine according to claim 5, wherein, The baffle extends downward from the top plate of the cylinder.

7. The internal combustion engine according to claim 5 or 6, wherein, The baffle is integrally formed with the cylinder top plate.

8. The internal combustion engine according to any one of claims 5 to 7, wherein, The cylinder top plate includes a lower surface, and the baffle extends downward to a height of at least 5 mm below the lower surface of the cylinder top plate.

9. The internal combustion engine according to any one of claims 5 to 8, wherein, When the intake valve is open, the baffle covers approximately 25% of the valve curtain area.

10. The internal combustion engine according to any one of claims 5 to 9, wherein, The internal combustion engine includes two exhaust valves and two intake valves, and the baffle is positioned such that the two exhaust valves are located on a first lateral side of the baffle, and the two intake valves are located on a second lateral side of the baffle.

11. The internal combustion engine according to any one of claims 5 to 10, wherein, The baffle is made of material with a thermal conductivity of less than 15 W / m. Made of K material.

12. The internal combustion engine according to claim 11, wherein, The baffle is made of Inconel alloy.

13. The internal combustion engine according to any one of claims 5 to 12, wherein, The piston includes a piston top, and the piston top of the piston has a recess, which accommodates the baffle when the piston is at top dead center.

14. The internal combustion engine according to any one of the preceding claims, wherein, The cylinder top plate is integrally formed with the cylinder liner.

15. The internal combustion engine according to any one of claims, wherein, The cylinder top plate has a multi-layer structure.

16. The internal combustion engine according to claim 15, wherein, The multi-layer structure includes a first cylinder top plate layer and a second cylinder top plate layer.

17. The internal combustion engine according to claim 16, wherein, The multi-layer structure includes a third cylinder top plate layer, and each of the first cylinder top plate layer, the second cylinder top plate layer, and the third cylinder top plate layer has a different thermal conductivity.

18. The internal combustion engine according to claim 17, wherein, At least one of the first cylinder top plate layer, the second cylinder top plate layer, and the third cylinder top plate layer includes a material configured to buffer vibration or impact.

19. The internal combustion engine according to claim 15, wherein, The cylinder top plate includes a central opening for accommodating the fuel injector.

20. The internal combustion engine according to claim 19, wherein, The cylinder top plate is fixed in place within the cylinder bore by a nut that is fixed to the injector.

21. The internal combustion engine according to claim 1, wherein, The cylinder top plate has an outer periphery that defines a circular shape.

22. The internal combustion engine according to claim 21, wherein, The cylinder top plate includes a lower surface, and the lower surface of the cylinder top plate has a recessed disc shape at its central portion.

23. The internal combustion engine according to claim 1, wherein, The piston comprises a first part and a second part, which are made of different materials and fixed together.

24. The internal combustion engine according to claim 23, wherein, The piston also includes a third part, and the uppermost part defines a component with a thermal conductivity of less than 15 W / m. The piston top is made of K material.

25. The internal combustion engine according to claim 24, wherein, The piston includes a central orifice that defines a piston oil passage for supplying oil to an oil labyrinth formed within the piston, thereby supplying oil to one or more piston rings.

26. An internal combustion engine, comprising: A cylinder block defining a cylinder bore, the cylinder bore including an upper end terminating within the cylinder block, thereby defining a top wall of the cylinder bore. A piston capable of reciprocating between top dead center and bottom dead center within the cylinder bore, the piston being capable of being inserted into the cylinder bore from the bottom end of the cylinder bore; A first vertical plane extends along a first lateral side of the cylinder bore; A second vertical plane extends along the second lateral side of the cylinder bore, and the first vertical plane and the second vertical plane are parallel to each other; Cylinder area, the cylinder area being defined between the first vertical plane and the second vertical plane; A crosshead, connected to the piston, extends laterally outward from the piston and passes through the first vertical plane and the second vertical plane; A first crankshaft, the first crankshaft having a first crankshaft axis extending parallel to the first vertical plane and located outside the cylinder region; and A second crankshaft, having a second crankshaft axis extending parallel to the second vertical plane and located outside the cylinder region. The first crankshaft is connected to the crosshead via a first connecting rod, and the second crankshaft is connected to the crosshead via a second connecting rod.

27. The internal combustion engine according to claim 26, wherein, The piston and the crosshead are connected at the crosshead connection point, and during piston movement, the first crankshaft axis and the second crankshaft axis are vertically higher than the crosshead connection point.

28. The internal combustion engine according to claim 27, wherein, An angle of at least 45 degrees is defined between the first crankshaft axis and the horizontal plane extending through the crosshead connection point.

29. The internal combustion engine according to claim 26, wherein, The crosshead includes one or more hinged components.

30. The internal combustion engine according to claim 26, wherein, When viewed perpendicular to the first vertical plane and the second vertical plane, the cylinder block has a trapezoidal cross-section.

31. The internal combustion engine according to claim 30, wherein, The internal combustion engine is configured to withstand a compression ratio exceeding 50:

1.

32. The internal combustion engine according to claim 31, wherein, The internal combustion engine is configured to withstand a compression ratio exceeding 100:

1.

33. The internal combustion engine according to claim 26, wherein, The first crankshaft falls into the first crankcase with an upward opening, and the second crankshaft falls into the second crankcase with an upward opening.

34. The internal combustion engine according to claim 33 further includes a first crankcase cover and a second crankcase cover, the first crankcase cover and the second crankcase cover being located on opposite sides of the cylinder bore.

35. The internal combustion engine according to claim 34, wherein, The first crankcase cover includes at least one journal seat, and the second crankcase cover includes at least one journal seat.

36. The internal combustion engine according to claim 34, wherein, The first crankcase cover is installed on the first crankcase surface of the cylinder block, the second crankcase cover is installed on the second crankcase surface of the cylinder block, and the first crankcase surface is inclined downward and outward at an angle of 15 to 30 degrees relative to the vertical direction, and the second crankcase surface is inclined downward and outward at an angle of 15 to 30 degrees relative to the vertical direction.

37. The internal combustion engine according to claim 36, wherein, The first crankcase face angle is about 20 degrees or about 25 degrees, and the second crankcase face angle is about 20 degrees or about 25 degrees.

38. The internal combustion engine according to claim 26, wherein, A first cooling structure is positioned on a first side of the cylinder bore, above a portion of the cylinder bore, and above a portion of the first crankshaft, and a second cooling structure is positioned on a second side of the cylinder bore, above a portion of the cylinder bore, and above a portion of the second crankshaft.

39. The internal combustion engine according to claim 38, wherein, The first cooling structure includes a plurality of heat sinks, and the second cooling structure includes a plurality of heat sinks.

40. The internal combustion engine according to claim 39, wherein, The first cooling structure has multiple heat sinks made of copper, and the second cooling structure has multiple heat sinks made of copper.

41. The internal combustion engine according to claim 40, wherein, A first cover covers the first cooling structure to define a first water channel, and a second cover covers the second cooling structure to define a second water channel.

42. The internal combustion engine according to claim 38, wherein, A portion of the first cooling structure is located between the exhaust port and the first crankshaft.

43. The internal combustion engine according to claim 38, wherein, A portion of the second cooling structure is located between the air intake and the second crankshaft.

44. The internal combustion engine according to claim 26 further includes a second cylinder bore, the second cylinder bore being disposed adjacent to the cylinder bore, and the distance between the cylinder bore and the second cylinder bore being approximately 10% to 20% of the diameter of the cylinder bore.

45. The internal combustion engine according to claim 26, wherein, The first crankshaft includes a crank arm, and the distance between the center of the crank arm and the axis of the first crankshaft is 25% to 40% of the stroke length of the piston.

46. ​​The internal combustion engine according to claim 26, wherein, At least a portion of each of the first and second links is made of carbon fiber composite material.

47. The internal combustion engine according to claim 26, wherein, Throughout the piston's stroke, the joint between the first connecting rod and the crosshead traces a narrow, elongated figure-eight trajectory.

48. The internal combustion engine according to claim 47, wherein, The height of the narrow, elongated figure-eight trajectory is defined by the stroke length of the piston, and the width of the narrow, elongated figure-eight trajectory is approximately 1 / 10 of the stroke length of the piston.

49. The internal combustion engine according to claim 26, wherein, The internal combustion engine is configured as one of an inline engine, a opposed balanced engine, and a captured free piston engine.

50. The internal combustion engine according to claim 26, wherein, The first crank and the second crank are configured to rotate synchronously and in opposite directions relative to each other.

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