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149 条记录 (耗时 0.013 秒)

    Compressed-air actuator
    51.
    发明授权
    Compressed-air actuator 失效
    压缩空气致动器

    公开(公告)号：US3672260A

    公开(公告)日：1972-06-27

    申请号：US3672260D

    申请日：1970-12-14

    申请人： GACHOT JEAN ,  PERALES FERNAND

    发明人： GACHOT JEAN ,  PERALES FERNAND

    IPC分类号： B60S1/10 ,  F15B15/08 ,  F16K31/163 ,  F01B7/02

    CPC分类号： F15B15/066 ,  B60S1/10 ,  F16K31/1635 ,  Y10T74/1892

    摘要： A compressed air actuator is provided which is capable of producing a limited angular displacement of an output shaft. The actuator comprises an air tight cylinder wherein two pistons are adapted to slide in opposite directions relative to each other. Each piston is integral with a slide-block which carries a roller engaging a fork of a pivotal lever mechanically coupled to the output shaft. The slide-blocks are guided by sleeves rotatably mounted on the output shaft and by an end guide flange with antifriction packings resting on the inner wall of the cylinder. Each slide-block carries an end guide lug capable of being received in a cavity of the opposite piston when the two pistons come close to each other.

    摘要翻译： 提供了能够产生输出轴的有限角位移的压缩空气致动器。 致动器包括气密缸，其中两个活塞适于相对于彼此相反的方向滑动。 每个活塞与滑块一体，该滑动块承载着与机械联接到输出轴的枢转杆的叉接合的滚子。 滑动块由可旋转地安装在输出轴上的套筒和由位于气缸的内壁上的减摩密封垫的端部引导凸缘引导。 当两个活塞彼此靠近时，每个滑动块承载能够被容纳在相对活塞的空腔中的端部引导凸耳。

    Pressurized medium motor
    52.
    发明授权
    Pressurized medium motor 失效
    加压电机

    公开(公告)号：US3656405A

    公开(公告)日：1972-04-18

    申请号：US3656405D

    申请日：1970-11-10

    申请人： DICKERTMANN HEBEZEUGFAB AG

    发明人： KLINKHAMMER KARL

    IPC分类号： F01B5/00 ,  F01B7/02 ,  F01B15/04 ,  F01B15/00

    CPC分类号： F01B7/02 ,  F01B5/00 ,  F01B15/04 ,  F01B2009/045

    摘要： A pressurized medium motor comprising a housing, a plurality of opposed pivotally mounted piston and cylinder units in the housing and adapted to be successively supplied with pressurized medium, each unit acting on eccentric drive means geared positively or non-positively with the housing, the opposed piston and cylinder units with the eccentric drives forming a polygon having a substantially constant circumference with varying side lengths, with an adjacent pair of units each having one piston end acting on a common eccentric part of an eccentric drive, each such unit being provided with at least one passage acting as a supply or discharge means for the pressurized medium, the said passage(s) being alternately connected automatically to pressure and exhaust passage, the said pressure and exhaust passages being connected in turn to all the units.

    摘要翻译： 一种加压介质马达，其包括壳体，多个相对的可枢转地安装的活塞和缸体单元，并且适于连续地供应加压介质，每个单元作用于偏心驱动装置，该偏心驱动装置与壳体正向或非正向啮合， 活塞和气缸单元，其中偏心驱动器形成具有基本恒定的具有不同侧面长度的圆周的多边形，相邻的一对单元各自具有作用在偏心驱动器的共同偏心部分上的一个活塞端，每个这样的单元设置在 至少一个通道用作加压介质的供给或排出装置，所述通道自动交替地连接到压力和排气通道，所述压力和排气通道依次连接到所有单元。

    Engine Crank and Connecting Rod Mechanism
    56.
    发明申请
    Engine Crank and Connecting Rod Mechanism 有权

    公开(公告)号：US20210199009A1

    公开(公告)日：2021-07-01

    申请号：US17200882

    申请日：2021-03-14

    申请人： Anton Giger

    发明人： Anton Giger

    IPC分类号： F01B9/04 ,  F01B7/02 ,  F02B75/28 ,  F02B75/32

    摘要： A crank and connecting rod mechanism, comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to the at least one piston, a crank end; at least one gear set, comprising: a crankpin, the crank end pivotally connected to the crankpin; a crank gear; a crank gear shaft, the crank gear rotatably mounted on the crank gear shaft, the crankpin located between centerline of the crank gear shaft and radius of the pitch circle of the crank gear; a stationary gear, the crank gear meshing with the stationary gear, the crank end driving the crankpin, which drives the crank gear and the crank gear shaft about the stationary gear; the crank pin and the crank end rotating about the stationary gear and following the path of a roulette of a centered trochoid about the stationary gear.

    DUAL-CRANKSHAFT, OPPOSED-PISTON ENGINE WITH MECHANICALLY UNCOUPLED CRANKSHAFTS
    57.
    发明申请
    DUAL-CRANKSHAFT, OPPOSED-PISTON ENGINE WITH MECHANICALLY UNCOUPLED CRANKSHAFTS 有权

    公开(公告)号：US20210123389A1

    公开(公告)日：2021-04-29

    申请号：US16661334

    申请日：2019-10-23

    申请人： ACHATES POWER, INC.

    发明人： ASHWIN A. SALVI

    IPC分类号： F02D41/00 ,  F02B75/28 ,  F02B75/02 ,  F02D15/02 ,  F02B63/04 ,  F01B7/02

    摘要： An opposed-piston engine with two crankshafts includes a first power transducer coupled to a first crankshaft of the two crankshafts and a second power transducer coupled to a second crankshaft of the two crankshafts. The two crankshafts are not rotatably connected, and so are free to rotate independently of each other. Phase relationships between the crankshafts may be controlled by operating the power transducers to increase, or reduce, crankshaft torque. Changes in crankshaft phase relationships cause changes in opposed piston locations, which, in turn, enable control of engine performance factors.

    Bilateral engine control system
    60.
    发明授权
    Bilateral engine control system 有权

    公开(公告)号：US10428730B2

    公开(公告)日：2019-10-01

    申请号：US16203848

    申请日：2018-11-29

    申请人： Fairbanks Morse, LLC

    发明人： Raymond Gosz ,  Omar Elkolaly

    IPC分类号： F02D41/30 ,  F02B75/28 ,  F02D41/34 ,  F02B25/08 ,  F01B7/02 ,  F01B7/14 ,  F02D41/00 ,  F02D41/26

    摘要： Technology is provided for a bilateral engine control system for use on a multi-cylinder opposed piston engine. The system includes first and second sets of injectors, each set mountable on first and second sides of an engine. Each injector is in fluid communication with a corresponding cylinder of the engine. First and second engine control units are each connected to a respective set of injectors. First and second crankshaft speed sensors are connected to respective engine control units. The first engine control unit independently controls the first set of injectors based on a first speed signal and the second engine control unit independently controls the second set of injectors based on a second speed signal. The first engine control unit and the second engine control unit are configured to activate corresponding injectors of the first and second sets of injectors at substantially the same time.