阅读说明：本技术 内燃发动机 (Internal combustion engine ) 是由 约翰·海-赫德尔 埃利奥特·波维克 于 2018-03-13 设计创作，主要内容包括：一种压燃式内燃发动机(1),该发动机包括：缸(2)；活塞(3),该活塞可往复运动地接纳在缸(2)内；一对反转的曲轴(4、5),这些曲轴相对于缸(2)可旋转地安装；一对连杆(6、7),每个连杆具有第一端部(61、71)和第二端部(62、72),该第一端部连接到曲轴(4、5)中的相应曲轴的曲柄轴颈(41、51),该第二端部连接到活塞(3)。发动机(1)被构造成使得活塞(3)在朝向曲轴(4、5)的第一方向上的冲程导致每个曲轴(4、5)旋转第一角度,并且在与第一方向相反的第二方向上的活塞冲程导致每个曲轴(4,5)旋转第二角度,第二角度与第一角度相差(β-α)。(A compression ignition internal combustion engine (1) comprising: a cylinder (2); a piston (3) reciprocally received within the cylinder (2); a pair of counter-rotating crankshafts (4, 5) rotatably mounted with respect to the cylinder (2); a pair of connecting rods (6, 7), each having a first end (61, 71) connected to a crank journal (41, 51) of a respective one of the crankshafts (4, 5) and a second end (62, 72) connected to the piston (3). The engine (1) is configured such that a stroke of the piston (3) in a first direction towards the crankshafts (4, 5) causes each crankshaft (4, 5) to rotate a first angle, and a piston stroke in a second direction opposite to the first direction causes each crankshaft (4, 5) to rotate a second angle, the second angle differing from the first angle by (β - α).)

1. A compression ignition internal combustion engine comprising:

a cylinder;

a piston reciprocally received within the cylinder;

a pair of counter-rotating crankshafts rotatably mounted with respect to the cylinders;

a pair of connecting rods, each connecting rod having a first end connected to a crank journal of a respective one of the crankshafts and a second end connected to the piston by a piston connector;

wherein the engine is configured such that a piston stroke in a first direction toward the crankshafts causes each crankshaft to rotate a first angle, and a piston stroke in a second direction opposite the first direction causes each crankshaft to rotate a second angle different from the first angle.

2. The engine of claim 1, wherein the second angle is between 20 and 48 degrees less than the first angle.

3. The engine of claim 2, wherein the second angle is between 26 and 42 degrees less than the first angle.

4. The engine of claim 3, wherein the second angle is between 32 and 36 degrees less than the first angle.

5. An engine according to any one of claims 2 to 4, comprising:

a crankshaft throw radius, which is described as being between the axis of rotation of each crankshaft and its crank journal; and

an effective crankshaft offset, described by the offset between the axis of rotation of each crankshaft and the piston connector to which the connecting rod of the crankshaft is connected;

wherein the effective crankshaft offset is between 1.4 and 1.9 times the crankshaft throw radius.

6. The engine of claim 5, wherein the effective crankshaft offset is between 1.6 and 1.7 times the crankshaft throw radius.

7. The engine of claim 5 or 6, wherein each connecting rod includes an effective connecting rod length C described as being between the crank journal and a piston connector to which the connecting rod is connected, the effective connecting rod length being defined by C ≧ 1.4142x (E + R), where R is the crankshaft throw radius and E is the effective crankshaft offset.

8. An engine according to any preceding claim, comprising a first piston connector and a second piston connector, wherein the pair of crankshafts comprises a first crankshaft and a second crankshaft, and the pair of connecting rods comprises a first connecting rod connected at its first end to a crank journal of the first crankshaft and at its second end to the first piston connector, and a second connecting rod connected at its second end to a crank journal of the second crankshaft and at its second end to the second piston connector.

9. The engine of claim 8, wherein the first crankshaft and the first piston connector are both on a first side of the piston, and the second crankshaft and the second piston connector are both on a second side of the piston.

10. The engine of claim 9, comprising a piston stabilization device configured to dampen oscillation of the piston within the cylinder by balancing asymmetric forces applied by the connecting rod.

11. An engine according to claim 10, wherein the first connecting rod includes first engagement means at or adjacent its second end and the second connecting rod includes second engagement means at or adjacent its second end which cooperate or inter-engage with the first engagement means to provide the piston stabilising means.

12. The engine of claim 11, wherein the first and second engagement devices each include a set of teeth.

13. The engine of claim 10, wherein the piston stabilization device includes a resilient biasing device interconnecting the first and second links and configured to balance rotation of the first and second links relative to each other.

14. The engine of claim 10, wherein the piston stabilizing arrangement includes a universal joint or knuckle to which the second end of each of the first and second connecting rods is pivotally connected, the universal joint or knuckle being pivotally mounted to or at least partially mounted within the piston such that rotation of the universal joint or knuckle is at least partially independent of rotation of the piston.

15. An engine according to claim 14, wherein the connection between the connecting rod and the universal or steering joint form a triangular arrangement with respect to the axis of rotation of the piston.

16. The engine of claim 8, wherein the first crankshaft is located on a first side of the piston and the second crankshaft is located on a second side of the piston, the first and second piston connectors being coaxial and intersecting a centerline of the piston.

17. The engine of any preceding claim, further comprising a crankcase and a bearing bracket mounted to the crankcase, the bearing bracket being formed of a different material than the crankcase and having a pair of receptacles, each receptacle receiving a bearing, one of the pair of crankshafts being mounted to the bearing.

18. The engine of claim 11, wherein the bearing bracket includes a lubricant port associated with each receptacle for directing lubricant to the bearing.

19. An engine according to any preceding claim, comprising a pair of output shafts, each output shaft having an end coupled to a respective one of the crankshafts.

20. An engine according to any of claims 1 to 12, comprising an output shaft coupled to two crankshafts.

21. An engine according to any preceding claim, comprising an inlet valve for introducing air and/or fuel into the cylinder and an exhaust valve for exhausting gas from the cylinder, wherein the engine is configured such that the inlet valve opens between 15 and 25 degrees before the piston reaches a top dead centre position and closes between 40 and 50 degrees after the piston reaches a bottom dead centre position, and the exhaust valve opens between 40 and 50 degrees before the piston reaches the bottom dead centre position and closes between 15 and 25 degrees after the piston reaches the top dead centre position.

22. An engine according to any preceding claim, wherein the crankshafts are coupled together by intermeshing gears.

23. An engine according to any preceding claim, wherein the crankshafts are coupled together by a double-sided synchronous belt.

24. An engine according to any of claims 1 to 15, comprising a first gear mounted for rotation with one of the crankshafts, a second gear mounted for rotation with the other crankshaft, and at least one further gear connecting the first and second gears together so that their rotations are synchronised.

25. A diesel engine according to any preceding claim.

26. An electrical generator comprising an engine according to any preceding claim.

27. A vehicle comprising an engine according to any preceding claim.