RU2382891C2 - Con rod gear with double drive links (versions) - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention relates to machine building and can be used in ICE, piston compressors and the like which incorporate con rod gear. ICE with proposed con rod gear comprises at least one cylinder (1), cylinder block, cylinder head block (3), crankcase (2), crankcase oil pan (4), flywheel casings at least one piston (5), two piston pins (6), two con rods (7), two crankshafts (8), and two flywheels (9). The latter interact via toothed gear. Piston pins (6) are fitted in piston bosses (5). Con rods are articulated with piston pins and crankshaft rod journals, observing the principle "right with left and left with left" or "right with left and left with right". Rods of con rods (7) are bent to cylinder axis and represent a crescent curve and feature swinging plane sides directed toward each other. Rods of con rods (7) are shifted in opposite directions from plane of symmetry passing from the center of upper and lower con rod heads, perpendicular to their axes, by amount equal to half the rod thickness. Rods of con rods (7) can be made with upper head face inner surface aligned with planes of the rods. Note here that said rods are displaced from the plane of symmetry passing through the con rod lower heads center perpendicular to its axis by the amount equal half the rod thickness. Con rod drive kinematic parametres are optimised and made λ=0.26…0.27, k=1.40…1.50, k₂=0.35…0.40, k₃=0.28…0.32, where: λ=R/L, k=e/R, k₂=e/L, k₃=e/(R+L). L is the distance between centers of con rod heads, R is crank radius, and e is magnitude describing amount of axial displacement.

EFFECT: reduced friction forces, improved con rod gear balance and fuel combustion conditions.

4 cl, 10 dwg

Description

The invention relates to the field of engineering and can be used in internal combustion engines of general and special purpose, reciprocating compressors and similar units using a crank mechanism.

, уменьшая радиус кривошипа R или увеличивая длину шатуна L. В первом случае уменьшается ход поршня, а следовательно, и рабочий объем цилиндра, а во втором случае увеличивается высота двигателя. При использовании дезаксиальных КШМ несколько снижается неравномерность износа деталей цилиндропоршневой группы, но потери на трения сохраняются [см. Попык К.Г., Сидорин К.И. Автомобильные и тракторные двигатели, ч.2. - М.: Высшая школа, 1976. - 280 с.; Архангельский В.И. Автомобильные двигатели. - М.: Машиностроение, 1977. - 591 с.; Конструирование и расчет двигателей внутреннего сгорания: учебник для Вузов / Под ред. Н.Х.Дьяченко. - Л.: Машиностроение, 1979. - 392 с.; Колчин А.И., Демидов В.П. Расчет автомобильных и тракторных двигателей. - М.: Высшая школа, 1980 - 400 с.].Known crank mechanisms (KShM) as part of a cylinder block (crankcase), with a row or opposite arrangement of cylinders, cylinder head (s) of the block, directly or through a gasket attached to the mounting plane of the cylinder block, the oil pan attached directly or through the gasket to the lower plane of the crankcase, the flywheel housing attached to the rear end side of the crankcase, as well as pistons with compression and oil scraper rings located in the cylinder cavity, piston fingers installed in the holes of the piston bosses, connecting rods with upper and lower heads, through which the connecting rods are pivotally connected to the piston pins and connecting rod necks of the crankshafts of the crankshafts mounted on bearings, in the lodges of the crankcase, the flywheel attached to the rear, output part of the crankshaft - the heel, in which in order to reduce the normal lateral component of the force N _∑ , which determines the pressure force of the piston on the cylinder, and hence the friction loss, reduce the kinematic similarity coefficient

, decreasing the radius of the crank R or increasing the length of the connecting rod L. In the first case, the piston stroke decreases, and consequently, the working volume of the cylinder, and in the second case, the engine height increases. When using deaxial crankshaft, the unevenness of wear of parts of the cylinder-piston group is somewhat reduced, but friction losses remain [see Popyk K.G., Sidorin K.I. Automobile and tractor engines, part 2. - M .: Higher school, 1976. - 280 p .; Arkhangelsky V.I. Car engines. - M .: Engineering, 1977. - 591 p .; Design and calculation of internal combustion engines: a textbook for universities / Ed. N.Kh. Dyachenko. - L .: Mechanical engineering, 1979. - 392 p .; Kolchin A.I., Demidov V.P. Calculation of automobile and tractor engines. - M .: Higher school, 1980 - 400 p.].

From the patent literature, a device is known that is designed as an internal combustion engine with a crank mechanism containing a cylinder, piston, rod, yoke, at the ends of which there are fingers movably connected to the two lower heads of the connecting rods. In this case, the upper connecting rod heads are movably connected to the connecting rod necks of two crankshafts mounted in parallel on both sides of the cylinder block with the possibility of rotation towards each other. The engine bed is made of a cylinder block with tides - brackets according to the number of main bearings, and the ends of the brackets are connected by two longitudinal beams. On the bed there are two shafts with counterweights with a possible rotation speed two times greater than the crankshaft revolutions (see RU 2287101 C1, publ. 10.11.2006).

However, this technical solution has a number of significant drawbacks that reduce efficiency. These are: the increased mass of the reciprocating moving parts of the cshm; a significant increase in overall mass characteristics; the presence of additional guide elements; the use of balancer shafts with their upper arrangement leads to a complication of the design of the crankshaft and their difficult lubrication; crankshafts are not connected by a parallel kinematic connection and their slightest angular mismatch under the influence of the load will lead to distortion and jamming of the crankshaft.

A device is also known for the crank mechanism of a two-cylinder engine, the crankshafts of which are made in the form of two shafts with flywheels at the ends and kinematically connected together by means of gears made on the peripheral part of the flywheels. Cranks are made on the outer sides of the flywheels, on each of which the rods are pivotally mounted through the bearings with their lower heads and in pairs, by means of two piston pins located in the piston bosses, pivotally connected to the pistons [see \ http: //1max.net/2007/06/26/neander_motocikl_s_turbodizelem..html; Magazine "Motto" No. 9 for 2006, p.54 ... 57].

In addition, a device of a crank mechanism is known, comprising at least one cylinder with a piston placed therein with two piston pins, two crankshafts connected by gears, and two connecting rods, each of which is connected by an upper head to one of the piston fingers, and the lower head - with one of the crankshafts, and the upper heads of the connecting rods are connected by gearing (see UA 7354, C2, publ. 09/29/1995). The main structural drawback of these crankshaft data is the significant length of the connecting rods, which leads to a minimum kinematic similarity coefficient, a small piston stroke, and therefore a slight increase in the piston stroke and increment of the cylinder volume and, most importantly, a slight difference in the piston speed from TDC to BDC and vice versa. And the technical solution (see UA 7354, C2, published on 09.29.1995), among other things, has an unreasonably complicated connection design of the upper connecting rod heads, since the introduction of gearing between the upper connecting rod heads makes sense in the absence of a kinematic connection between the crankshafts. And the presence of this connection just eliminates the angular rotation of the piston and its distortion in the cylinder. This increases the mass of the reciprocating moving parts, which cannot positively affect the efficiency of the engine.

The closest in technical essence is the device of an internal combustion engine with a crank mechanism, containing at least one cylinder in which a piston is located, made in the form of a flat or concave disk, which is connected by two cranks to the crankshaft crankshafts installed in the crankcase and each other in gear engagement, while the rods of the connecting rods are bent to the axis of the cylinder, and the connecting rods themselves can be in the plane of symmetry passing through the middle of the cylinder and piston, perpendi in a single axis of the crankshafts or on both sides of the indicated plane, connecting in the first case the right piston pin with the crank of the right crankshaft, and the left with the left, and in the second case the right piston pin with the crank of the left crankshaft, and the left with the right (see DE 19814870 A1, publ. 10/14/1999).

The main structural drawback of this KShM is the presence of bevels on the inner sides of the connecting rod rods, when they are located in the plane of symmetry, which negatively affects the strength characteristics of the rods, and also limits their curvature, which determines the ratio of kinematic parameters.

When the connecting rods are located on both sides of the plane of symmetry, it is proposed to distribute the installation of the crank heads of the connecting rods along the length of the connecting rod necks, while increasing their length, and therefore the length of the crankshafts, which will negatively affect the length of the engine as a whole, or shift the connecting rods relative to each other necks along the length of the crankshafts, which will reduce the interaxal distance when mounting crankshafts, however, it will require a significant displacement of the piston heads of the connecting rods relative to the plane of symmetry of the piston, and increase t is the length of the crankshafts. And, judging by the drawings attached to the description of the patent, this technical solution is acceptable for single- or two-cylinder engines.

To eliminate these disadvantages allows the device, the technical essence of which is that the crank mechanism with dual kinematic connections, containing the fixed parts of the crank mechanism in at least one cylinder (crankcase, cylinder block with in-line or opposed cylinder arrangement), heads (heads) of the block, directly or through a gasket attached to the mounting plane of the cylinder (crankcase, cylinder block), the oil pan attached directly or without laying to the lower plane of the crankcase, the flywheel housing attached to the rear end side of the crankcase, as well as the moving parts of the crank mechanism consisting of at least one piston with compression and oil scraper rings placed in the cylinder cavity, two piston fingers installed in the holes of the bosses a piston, two connecting rods with rods bent to the axis of the cylinder, with upper and lower heads, through which the connecting rods are pivotally connected, for example, through rolling bearings, respectively, with the first and second with rhubarb fingers and crankpins with cranks of the first and second crankshafts, observing the principle of “right with right, and left with left”, respectively, crankshafts mounted on bearings, for example, rolling, in tool holders, two flywheels attached to the rear, the output parts of the crankshafts - heels and kinematically connected to each other by means of a gear made in the form of crowns, dressed (made) on flywheels, or gears attached to the plane of the flywheels, characterized in that the rods of the rods are made in the form of a crescent-shaped bend (“sickle-shaped”) in the rocking plane, so that the distance between the axes of the heads is determined from the kinematic similarity λ of the crank mechanism, as the ratio of the radius of the crank R to the length of the distance between the heads of the connecting rod L, and the inner radius of the side of the rod - from the condition of providing the possibility of realizing a crank mechanism with a disaxial value e exceeding the value of the radius of the crank R, and eliminating the collision of the inner part of the crescent rods the connecting rods with the lower edges of the cylinder or cylinder and the piston skirt, as well as the points of transition of the rods to the heads and their outer curved sides in the rocking plane, are directed against each other and are shifted in different directions from the plane of symmetry passing through the middle of the upper and lower heads of the connecting rod, perpendicular their axes, by an amount equal to half the thickness of the rod, taking into account the gap between them.

As an embodiment, the rods of the connecting rods, together with the upper heads, are offset to the side from the plane of symmetry passing through the middle of the lower heads of the connecting rod, perpendicular to its axis, by an amount equal to half the thickness of the rod, while the inner end plane of the upper heads is aligned with the planes of their rods facing the plane of symmetry, and the total length of the upper heads is the distance between the bosses of the piston.

As an embodiment, the kinematic parameters are optimized along the path and speed of the piston, the angle of rotation of the crankshafts and the overall mass characteristics of the engine and are λ = 0.26 ... 0.27, k = 1.40 ... 1.50, k ₂ = 0.35 ... 0.40, k ₃ = 0.28 ... 0.32, where λ = R / L, k = e / R, k ₂ = e / L, k ₃ = e / (R + L); L is the length of the connecting rod (the distance between the centers of the heads of the connecting rod), R is the radius of the crank, e is the deaxial.

A crank mechanism with double kinematic connections can also be used, containing fixed parts of the crank mechanism consisting of at least one cylinder (crankcase, cylinder block with an in-line or opposed cylinder arrangement), head (s) of the block, directly or through a gasket attached to the mating plane of the cylinder (crankcase, cylinder block), the oil pan attached directly or through a gasket to the lower plane of the crankcase, the flywheel housing attached to the rear the end face of the crankcase, as well as the moving parts of the crank mechanism, comprising at least one piston with compression and oil scraper rings located in the cylinder cavity, two piston fingers installed in the holes of the piston bosses, two connecting rods with rods bent to the cylinder axis, with upper and lower heads, by means of which the connecting rods are pivotally connected, for example, through rolling bearings, respectively, with the first and second piston pins and the connecting rod necks of the cranks of the first and second crankshaft fishing, observing the principle of “right with left, and left with right”, respectively, and crankshafts mounted on bearings, for example, rolling, in the cradles of the crankcase, two flywheels attached to the rear, output parts of the crankshafts - heels and kinematically connected between itself, for example, by means of a gear made in the form of crowns, dressed (made) on the flywheels, or gears attached to the plane of the flywheels, a feature of which is that the rods of the connecting rods are made in the form of a bent crescent rm ("crescent") in the swing plane, so that the distance between the axes of the heads is determined from the kinematic similarity λ of the crank mechanism, as the ratio of the radius of the crank R to the length of the distance between the heads of the connecting rod L, and the inner radius of the side of the rod from the condition providing the possibility of realizing a crank mechanism with a disaxial value e exceeding the value of the radius of the crank R, and eliminating the collision of the inner part of the crescent rods with the lower edges of the cylinder or cylinder the core and the piston skirt, as well as the transition points of the rods into the heads and their upper heads, respectively are connected with the first and second piston fingers, crosswise, in compliance with the principle of “right with left, and left with right”, and lower heads with symmetrically located cranked crankpins shafts, while the rods of the connecting rods with their outer sides curved in the rocking plane are directed against each other and are shifted in different directions from the plane of symmetry passing through the middle of the upper and lower heads of the connecting rod, perpendicular larly their axes by an amount equal to half the bar thickness, given gap therebetween.

Figure 1 as an example shows a General view of the CABG of a two-cylinder internal combustion engine and the position of its parts in the upper - Fig.2 and lower - Fig 3 dead center; figure 4-7 - design scheme KShM; on Fig, 9 and 10 are plots of the piston path S _D , speed V _D and acceleration J _{D of the} deaxial crankshaft, as a function of the angle φ of rotation of the crankshafts.

The inventive crank mechanism works as follows. When applying torque to one of the flywheels 9, it is transmitted via a gear transmission to the second flywheel 9, and therefore to the crankshafts 8, causing them to rotate towards each other. The force from the crankshafts of the crankshafts 8, through the crescent rods 6, is transmitted to the pistons 5, one of which, moving along the cylinder 1 from the top dead center to the bottom, at the intake stroke, provides an increase in the working volume of the cylinder, which causes a vacuum in the cylinder and filling by air or a combustible mixture through an open intake valve (intake valves) of the gas distribution mechanism. When the piston 5 passes the path equal to 2R, the angle φ of rotation of the crankshafts is 180 °, and with further rotation of the crankshafts 8 by an angle α ₂ °, varying within 15 ... 22 ° depending on the value of the additional kinematic similarity coefficient k , as the ratio of the value of deaxial e to the value of the radius of the crank R, a further movement of the piston 5 downward occurs, which results in an additional increase in the volume of the cylinder 1. In this case, the piston 5 is at a lower dead point for a longer time, which The process of recharging the cylinder with air or a combustible mixture is underway (see the graphs of Figs. 8 and 9). With a further rotation of the crankshafts 8, the piston 5 begins to move to the top dead center and the compression stroke begins, while the inlet (intake) valve is closed and the piston 5 is intensively moved to the top dead center for the crankshaft rotation angle less than 180 °, which contributes to a more intense increase in pressure the compression stroke and reduce the loss of volume of the cylinder and the working fluid, due to the lack of recharge angle and the breakthrough of the working fluid in the crankcase 2 between the seals of the compression rings. When the piston 5 approaches the top dead center at the ignition timing, the working mixture ignites in the cavity of the combustion chamber and almost completely burns in a constant volume, since in this case the piston 5 is at the top dead center for a longer time (see graphs of FIG. 8 and 9), which helps to improve the combustion process and reduce heat loss. The pressure of the working fluid (gases) on the piston area causes the occurrence of a force F acting on the piston, under the influence of which the piston 5 moves to the bottom dead point. The transfer of this force by means of piston fingers to the upper heads of the connecting rods 7 contributes to its decomposition into two components directed along imaginary straight lines connecting the upper and lower heads of the two crescent rods 7, the outer curved sides of which are oriented towards each other, and are pivotally connected to the connecting rods by their lower heads the crank necks and the moments arising on the length of the crank arms rotate the crankshafts 8 towards each other together with the flywheels 9 with gearing. When the piston 5 approaches the bottom dead center, the exhaust valve (s) of the gas distribution mechanism opens and the period of free exhaust begins, while the opening moment of the valve (s) can be shifted closer to the bottom dead center, which greatly increases the efficiency of heat use of the worker body, and a longer residence time of the piston at bottom dead center (see graphs of Figs. 8 and 9) contributes to the process of cleaning the cylinder from exhaust gases. The period of forced cleaning of the cylinder 5 occurs at the exhaust stroke beyond the angle of rotation of the crankshafts 8 less than 180 °, which contributes to a more intense exhaust outlet, and a longer residence time of the piston at top dead center, when the valves are closed, contributes to the process of cleaning the cylinder from exhaust gases.

The operation of the proposed device with a push-pull cycle of the internal combustion engine proceeds with a more pronounced improvement of the gas exchange process and reduction of losses.

At the same time, the kinematics modeling of the inventive crankshaft shows that the known dependencies [1, 2, 3, 4] for determining the piston path S _D , its speed V _D and acceleration J _{D of the} deaxial crankshaft as a function of the angle of rotation ψ of the crankshafts do not work correctly.

To derive the dependencies that are valid for the inventive CWM, we consider the design schemes of Figs. 8, 9 and 10 and introduce the notation and two additional kinematic similarity coefficients k ₂ and k ₃ .

S _D - piston stroke deaxial KShM (distance between TDC and BDC);

S _Di - the current displacement of the piston deaxial crankshaft relative to TDC, corresponding to the rotation of the crankshafts at an angle φ;

L is the length of the connecting rod (the distance between the centers of the piston and crank heads of the connecting rod);

R is the radius of the crank (the distance between the axes of the main and connecting rod necks);

φ is the current angle of rotation of the crankshafts;

φ = α ₁ - the angle of rotation of the crank corresponding to the position of the piston in TDC;

φ = 180 ° + α ₂ - crank angle corresponding to the position of the piston in the BDC;

β is the current angle of deviation of the connecting rod axis from the cylinder axis (angular movement of the connecting rod);

e - deaxial (de-massage);

λ = R / L is the coefficient of kinematic similarity of CABG;

k = e / R is the additional coefficient of kinematic similarity of CABG;

k ₂ = e / L is the second additional coefficient of kinematic similarity of CWM;

k ₃ = e / (R + L) is the third additional coefficient of kinematic similarity of CWM;

ω is the angular velocity of rotation of the crankshafts.

The relationship between the angle φ of rotation of the crankshaft and the corresponding time t is expressed by the formula

where n is the number of revolutions of the crankshafts per minute.

For the zero position of the deaxial crank mechanism is taken such that the crank is in the upper position at an angle α ₁ .

The piston stroke of the deaxial mechanism according to figure 2

or

.

.

The difference between S _D and S = 2R reaches 8% or more (with λ = 0.26 and k = 1.42).

Displacement of the piston of the deaxial mechanism depending on the angle of rotation of the crankshaft

S _D = A'A = A'E-AE

From the aspect ratio ΔA'OE, figure 1 it follows that

A'E = A'Ocosα ₁ = (R + L) cosα ₁

Wherein

AE = AM + ME = AM + BN = Lcosβ + Rcos (α ₁ + φ)

From the aspect ratio ΔABM it follows that

AM = ABcosβ = Lcosβ

BN = Rsin (90- (α ₁ + φ)) = Rcos (α ₁ + φ)

However,

and from ΔBON it follows that

ON = Rcos (90- (α ₁ + φ)) = Rsin (α ₁ + φ),

then, equating the right-hand sides of expressions (2) and (3), we obtain

Lsinβ = e-Rsin (α ₁ + φ).

Where from

.

.

Value

.

.

Substituting the expression for cosβ into formula (1) for S _Дi , we obtain

From the aspect ratio ΔОА'Е it follows that

sinα ₁ = e / (R + L),

.but

.

Replace L / R = λ, e / L = k ₂ , ae / (R + L) = k ₃ and express

,

,

then

.

.

A plot of the piston path S _{D of the} deaxial crankshaft as a function of the angle φ of rotation of the crankshafts is shown in Fig. 8.

Piston speed of a deaxial crank mechanism

for any angle of rotation of the crankshaft φ is the first derivative of its time travel:

,

,

where ω is the angular velocity of rotation of the crankshaft at the considered time.

.

.

The graph of the piston speed V _{D of the} deaxial crankshaft as a function of the angle φ of rotation of the crankshafts is shown in Fig.9.

The acceleration of the piston of the deaxial crank mechanism is the first derivative of its speed over time:

.

.

The graph of the acceleration of the piston J _D deaxial crankshaft, as a function of the angle φ of rotation of the crankshafts, is presented in figure 10.

The average value of the acceleration of the piston, and therefore the inertia forces proportional to the acceleration J _D , is not the same for the forward and reverse strokes of the piston.

When the piston is in the upper extreme position corresponding to the TDC of the crank mechanism, when the radius of the crank and the axis of the connecting rod are on the same line (see Figs. 4-7), the crankshafts are already rotated through an angle φ = α ₁ .

When the piston position corresponding to the BDC of the mechanism, the angle of rotation of the crankshaft is φ = 180 ° + α ₂ .

The angles α ₁ and α _{2 are} found from the following ratios (see figure 4-7):

,

,

.

.

The relations show that Sinα ₂ > Sinα ₁ , and hence α ₂ > α ₁ .

Thus, the angle of rotation of the crankshaft with a forward stroke is greater than 180 °, and with a reverse stroke - less than 180 °.

Consequently, the average piston speed C _pd in the forward stroke is less than in the reverse.

In addition, from figures 1, 2 and 3 it follows that for the same absolute value of the rotation angles of the crankshaft + φ and - φ the piston path is different.

Based on the results of optimizing the kinematic parameters of the proposed deaxial crank mechanism, the optimal values of the kinematic similarity coefficient λ = 0.26 ... 0.27 and additional kinematic similarity coefficients k = 1.40 ... 1.50; k ₂ = 0.35 ... 0.40 and k ₃ = 0.28 ... 0.32.

The effect of using the invention lies in the fact that the efficiency of the crankshaft and the engine or compressor as a whole increases, due to the reduction of friction forces, the economic and environmental indicators are increased, as well as the reliability and durability of the engine due to the almost complete balancing of the crankshaft.

In engines having the same values of R and λ, the piston stroke with the de-axial mechanism S _{D is} greater than in the case of the normal crank mechanism, as a result of this, ceteris paribus, the engine displacement slightly increases, and therefore the engine power. At the same time, the intake and expansion stroke time also increases, since when the piston moves from TDC to BDC, the angle of rotation of the crankshaft of the deaxial engine is greater than 180 °, which improves its filling.

The advantages of the de-axial crank mechanism include the lower piston speed at TDC than in the normal mechanism, which improves the combustion process under conditions approaching the conditions of combustion at a constant volume.

Thus, the above information indicates the fulfillment of the following set of conditions when using the claimed invention:

- the claimed invention in its implementation is intended for use in the automotive industry, namely in the design of vehicles using piston engines;

- for the claimed invention in the form as described in the independent claims, the possibility of its implementation using the above-described in the application or known prior to the priority date devices is confirmed;

- the claimed invention, when implemented, is capable of achieving a technical result aimed at significantly improving the efficiency of internal combustion engines (compressors).

Therefore, the claimed invention meets the requirement of "industrial applicability".

Information sources

1. Popyk K.G., Sidorin K.I. Automobile and tractor engines, part 2 - M .: Higher school, 1976. - 280 p.

2. Arkhangelsky V.I. Car engines. M.: Mechanical Engineering, 1977 .-- 591 p.

3. Design and calculation of internal combustion engines: a textbook for universities / Ed. N.Kh. Dyachenko. - L .: Mechanical Engineering, 1979. - 392 p.

4. Kolchin A.I., Demidov V.P. Calculation of automobile and tractor engines. M .: Higher school, 1980 - 400 p.

5. RF patent No. 2287101, C1, F02B 75/32, 2006.11.10.

6.http: //lmax.net/2007/06/26/neander_motocikl_s_turbodizelem..html.

7. Magazine "Motto" No. 9 for 2006, p.54 ... 57.

8.http: //www.sdip.gov.ua/ukr/help/prominv/dvigun/?print=yes.

9. UA patent No. 7354, C2, F02B 75/32, 1995.09.29.

10. Patent DE 19814870 A1, 1999.10.14.

Claims (4)

1. A crank mechanism with double kinematic connections, containing fixed parts of the crank mechanism in at least one cylinder (crankcase, cylinder block with in-line or opposed cylinder arrangement), the head (s) of the block, directly or through a gasket attached to the grip the plane of the cylinder (crankcase, cylinder block), the oil pan attached directly or through a gasket to the lower plane of the crankcase, the flywheel housing attached to the rear face of the card RA, as well as the moving parts of the crank mechanism comprising at least one piston with compression and oil scraper rings located in the cylinder cavity, two piston fingers installed in the holes of the piston bosses, two connecting rods with rods bent to the cylinder axis, with upper and lower heads through which the connecting rods are pivotally connected, for example, through rolling bearings, respectively, with the first and second piston pins and connecting rod necks with cranks of the first and second crankshafts cipher “right with right, and left with left”, respectively, crankshafts mounted on bearings, for example, rolling, in the cradles of the crankcase, two flywheels attached to the rear output parts of the crankshafts - heels and kinematically connected by means of a gear made in the form of crowns, dressed (made) on the flywheels, or gears attached to the plane of the flywheels, characterized in that the rods of the rods are made in the form of a crescent-shaped bend ("sickle") in the rocking plane and their outer curved sides and in the plane of swing directed opposite each other and offset to opposite sides from the symmetry plane passing through the middle of the upper and lower heads of rods perpendicular to their axes by an amount equal to half the rod thickness. 2. A crank mechanism with dual kinematic connections according to claim 1, characterized in that the connecting rod rods together with the upper heads are offset to the side from the plane of symmetry passing through the middle of the lower connecting rod heads perpendicular to its axis by an amount equal to half the rod thickness, with the inner end plane of the upper heads is aligned with the planes of their rods facing the plane of symmetry, and the total length of the upper heads is the distance between the piston bosses. 3. The crank mechanism with dual kinematic connections according to claim 1, characterized in that the kinematic parameters are optimized along the path and speed of the piston, the angle of rotation of the crankshafts and are λ = 0.26 ... 0.27, k = 1, 40 ... 1.50, k ₂ = 0.35 ... 0.40, k ₃ = 0.28 ... 0.32, where λ = R / L, k = e / R, k ₂ = e / L, k ₃ = e / (R + L); L is the length of the connecting rod (the distance between the centers of the heads of the connecting rod), R is the radius of the crank, e is the deaxial. 4. A crank mechanism with double kinematic connections, containing fixed parts of the crank mechanism in at least one cylinder (crankcase, cylinder block with in-line or opposed cylinder arrangement), the head (s) of the block, directly or through a gasket attached to the grip the plane of the cylinder (crankcase, cylinder block), the oil pan attached directly or through a gasket to the lower plane of the crankcase, the flywheel housing attached to the rear face of the card RA, as well as the moving parts of the crank mechanism comprising at least one piston with compression and oil scraper rings located in the cylinder cavity, two piston fingers installed in the holes of the piston bosses, two connecting rods with rods bent to the cylinder axis, with upper and lower heads through which the connecting rods are pivotally connected, for example, through rolling bearings, respectively, with the first and second piston pins and the connecting rod necks of the cranks of the first and second crankshafts in compliance with the principle and “right with left, and left with right”, respectively, and crankshafts mounted on bearings, for example, rolling, in the lodgements of the crankcase, two flywheels attached to the rear output parts of the crankshafts - heels and kinematically connected to each other, for example, by gear transmission, made in the form of crowns, dressed (made) on the flywheels or gears attached to the plane of the flywheels, characterized in that the connecting rod rods are made in the form of a crescent-shaped bend ("sickle") in the rocking plane and with the upper heads are connected respectively with the first and second piston fingers crosswise in compliance with the principle of “right with left, and left with right,” while the connecting rod rods with their outer sides curved in the rocking plane are directed opposite each other and are shifted in different directions from the plane of symmetry, passing through the middle of the upper and lower heads of the connecting rods perpendicular to their axes by an amount equal to half the thickness of the rod.

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