Single shaft dual expansion internal combustion engine

Patent metadata

Field	Value
Publication number	US-10590841-B2
Application number	US-201514751673-A
Country	US
Kind code	B2
Filing date	Jun 26, 2015
Priority date	Jun 26, 2015
Publication date	Mar 17, 2020
Grant date	Mar 17, 2020

Abstract

A single-shaft dual expansion internal combustion engine includes an engine block, a cylinder head and a crankshaft. First and second power pistons are moveable in first and second power cylinders and are connected to first and second crankpins of the crankshaft. An expander piston is moveable in an expander cylinder and is connected via a multi-link connecting rod assembly to a third crankpin of the crankshaft. A first balance shaft is arranged in a first longitudinal opening in the engine block, and a second balance shaft is arranged in a second longitudinal opening in the engine block. The first and second balance shafts have first and second counterweight portions, respectively, and the crankshaft has a third counterweight portion causing an imbalance in the crankshaft.

First claim

The invention claimed is:

1. A single-shaft dual expansion internal combustion engine, comprising:
an engine block, a cylinder head, a crankshaft, and a multi-link connecting rod assembly;
first and second power cylinders and an expander cylinder being formed in the engine block and enclosed by the cylinder head;
first and second power pistons being moveable in the first and second power cylinders, respectively, and being connected to respective first and second crankpins of the crankshaft;
an expander piston being moveable in the expander cylinder and being connected via the multi-link connecting rod assembly to a third crankpin of the crankshaft;
a first balance shaft arranged in a first longitudinal opening in the engine block;
a second balance shaft arranged in a second longitudinal opening in the engine block;
wherein the first balance shaft is disposed on a common lateral side of the engine block as the second balance shaft relative to a vertical axis that passes through a centerline of the crankshaft;
wherein the first balance shaft is disposed on a common vertical side of the engine block as the second balance shaft relative to a lateral axis that passes through the centerline of the crankshaft;
the first and second balance shafts having first and second counterweights, respectively, wherein the first and second balance shafts are disposed to generate respective first and second counter imbalance forces; and
the crankshaft having a third counterweight, the third counterweight including an eccentric mass disposed at a radial distance from a centerline of the crankshaft to generate an imbalance force that compensates for the first and second counter imbalance forces.

2. The engine of claim 1 , wherein the first and second balance shafts are arranged to rotate at the same rotational speed as the crankshaft.

3. The engine of claim 2 , wherein the first and second balance shafts are arranged to rotate in opposite directions, including the first balance shaft rotating in the same direction as the crankshaft and the second balance shaft rotating in a direction opposite to the rotation of the crankshaft.

4. The engine of claim 1 , wherein the third counterweight causing the imbalance in the crankshaft has an eccentric mass that is greater than a magnitude associated with an internally balanced crankshaft.

5. The engine of claim 1 , wherein the third counterweight causing the imbalance in the crankshaft has an eccentric mass that is less than a magnitude associated with an internally balanced crankshaft.

6. The engine of claim 1 , further comprising a control shaft linked to the multi-link connecting rod assembly and having an axial centerline that is parallel with and rotatably coupled to the crankshaft;
wherein the first and second balance shafts are arranged in the engine block with the first balance shaft collocated with the control shaft.

7. The engine of claim 1 , wherein the first and second balance shafts are arranged in the engine block in a splayed configuration.

8. The engine of claim 1 , wherein the first and second balance shafts are arranged in the engine block at a common Z-dimension height.

9. The engine of claim 1 , wherein a throw of the third crankpin is rotated 180° around a longitudinal axis of the crankshaft from a throw of the first and second crankpins.

10. The engine of claim 1 , wherein the multi-link connecting rod assembly includes a rigid main arm extending orthogonally to a lateral axis of the crankshaft and supporting a first pivot pin located on a first end of the main arm, a second pivot pin located on a central portion of the main arm and a third pivot pin located on a second end of the main arm;
the first pivot pin being coupled via a connecting rod to the expander piston; and
the second pivot pin being coupled to a crankpin of the crankshaft.

11. The engine of claim 1 , wherein an eccentric mass of the crankshaft counterweight and a location of the first balance shaft are selected to minimize rolling torque in the engine.

Assignees

• Gm Global Tech Operations Llc

Inventors

• Du Hung-Yih Isaac
• Zhou Jun
• Durrett Russell P

Classifications

• F02B2075/1808

  two · CPC title

• F02B75/06

  Engines with means for equalising torque · CPC title

• F02B41/08

  Two-stroke compound engines · CPC title

• F02B75/045

  by means of a variable connecting rod length · CPC title

• F16F15/265

  Arrangement of two or more balancer shafts (F16F15/267 takes precedence) · CPC title