Double Piston Single Connecting Rod

DOUBLE PISTON SINGLE CONNECTING ROD 1
CERTIFICATE
EXCEL INSTITUTE OF DIPLOMA STUDIES, KALOL

TERM WORK REPORT
SUBJECT : PROJECT-I
SUBJECT CODE : 3351908
PROJECT NAME : DOUBLE PISTON SINGLE CONNECTING ROD
DISICIPLINE : MECAHNICAL ENGINEERING
ENROLMENT NO. NAME DIVISION/BATCH
146130319030 Arfat Mansuri

146130319043 Hardik Panchal
146130319047 Sudhir Panchal
146130319054 Rohan Parmar
146130319055 Sakir Parmar
SUBMISSION
SUBMITTED- V SEM DATE:
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Certificate
This is to certify that Mr. ________________________________________having
Enrolment No: ______________ has completed Part-I UDP Project work having
title__________________________________________________________________.
He has undergone the process of shodh yatra, literature survey and problem definition.
He is supposed to carry out the residue UDP Part-II work on same problem during
Semester-VI for the final fulfillment of theUDP work which is prerequisite to complete
Diploma Engineering.
DATE: INSTITUTE GUIDE
DATE: HEAD OF DEPAT.
DATE: PRINCIPAL
DATE: EXTERNAL EXAMINER
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ABSTRACT
A piston for internal combustion engines with an inner piston eccentrically disposed
inside the outer piston. The outer piston is attached to a journal at the top of the
connecting rod by a wrist pin in the usual manner. The inner piston is attached by a
wrist pin to a carrier slidably disposed within the slot of a forked lateral projection
extending from the top of the connecting rod. Outer piston movement and inner piston
movement relative to the outer piston produces variable compression and applies
torque to the crank shaft while at TDC.
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ACKNOWLEDGEMENT
We have taken efforts in this project. However, it would not have been possible
without the kind support and helpof many individuals. I would like to extend my
sincere thanks to all of them.
We are highly indebted to PROF, V.N. GUPTA for their guidance and constant
supervision as well as for providing necessary information regarding the project &
also for their support in completing the project.
We would like to express our gratitude towards my parents & members of

EXCEL INSTITUTE OF DIPLOMA STUDIES for their kind co-operationand
encouragement which helped us in completion of project.
Our thanks and appreciations also go to our college and classmates in

developing the project and people who have willingly helped us out with their
abilities.
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INDEX
Certificate
Acknowledgement
Abstract
1. Introduction ....6
1.1 Goals and Objectives.........7
2. Types of Engine12
2.1 In Line.12
2.2 Horizontally Opposed.12
2.3 Radial Engine..12
2.4 V Engine..21
3. Components of working model..,..11
3.1 Piston...21
3.2 Piston Rings11
3.3 Connecting Rod..12
3.4 Crankshaft..12
3.5 Camshaft.12
4. Working of project12
5. Circuit Diagram of model.12
6. Advantages....12
7. Conclusion.....13
8. References.....12
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Chapter: 1 Introduction
We almost take our Internal Combustion Engines for granted dont we? All we do is buy
our vehicles, hop in and drive around. There is, however, a history of development to
know about. The compact, well-toned, powerful and surprisingly quiet engine that
seems to be purr under your vehicles hood just wasnt the tame beast it seems to be
now. It was loud, it used to roar and it used to be rather bulky. In fact, one of the very
first engines that had been conceived wasnt even like the engine we know so well of
today.
An internal combustion engine is defined as an engine in which the chemical energy of
the fuel is released inside the engine and used directly for mechanical work, as opposed
to an external combustion engine in which a separate combustor is used to burn the
fuel.
The internal combustion engine was conceived and developed in the late 1800s. It has
had a significant impact on society, and is considered one of the most significant
inventions of the last century. The internal combustion engine has been the foundation
for the successful development of many commercial technologies. For example,
consider how this type of engine has transformed the transportation industry, allowing
the invention and improvement of automobiles, trucks, airplanes and trains.
Internal combustion engines can deliver power in the range from 0.01 kW to 20x103
kW, depending on their displacement. The complete in the market place with electric
motors, gas turbines and steam engines. The major applications are in the vehicle
(automobile and truck), railroad, marine, aircraft, home use and stationary areas. The
vast majority of internal combustion engines are produced for vehicular applications,
requiring a power output on the order of 102 kW.
Next to that internal combustion engines have become the dominant prime mover
technology in several areas. For example, in 1900 most automobiles were steam or
electrically powered, but by 1900 most automobiles were powered by gasoline engines.
As of year 2000, in the United States alone there are about 200 million motor vehicles
powered by internal combustion engines. In 1900, steam engine were used to power
ships and railroad locomotives; today two- and four-stoke diesel 5
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engine are used. Prior to 1950, aircraft relied almost exclusively on the pistons engines.
Today gas turbines are the power plant used in large planes, and piston engines
continue to dominate the market in small planes. The adoption and continued use of the
internal combustion engine in different application areas has resulted from its relatively
low cost, favorable power to weight ratio, high efficiency, and relatively simple and
robust operating characteristics.
The components of a reciprocating internal combustion engine, block, piston,
valves, crankshaft and connecting rod have remained basically unchanged since
the late 1800s. The main differences between a modern day engine and one built
100 years ago are the thermal efficiency and the emission level. For many years,
internal combustion engine research was aimed at improving thermal efficiency
and reducing noise and vibration. As a consequence, the thermal efficiency has
increased from about 10% to values as high as 50%. Since 1970, with
recognition of the importance of air quality, there has also been a great deal of
work devoted to reducing emissions from engines. Currently, emission control
requirements are one of the major factors in the design and operation of internal
combustion engines.
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1.1 Goals and Objectives

The aim of this Thesis is to introduce to the interesting world of internal
combustion engines and to describe what actually Internal Combustion Engine is.
What are its main components and structure. How the engine indeed operates.
Also to design a real engine, having into account all necessary calculations
concerning with kinematics, dynamics and strength calculation of basic details.
Another purpose of the project is to define the proper materials for each part.
Next to that I will make 2D and 3D drawings on CATIA and animation of working
Internal Combustion Engine.
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Chapter: 2 Types of Engine
2.1 Line Engine
The inline-four engine or straight-four engine is an internal combustion engin with all
four cylinders mounted in a straight line, or plane along the crankcase. The single bank
of cylinders may be oriented in either a vertical or an inclined plane with all the pistons
driving a common crankshaft. Where it is inclined, it is sometimes called a slant-four. In
a specification chart or when an abbreviation is used, an inline-four engine is listed
either as I4 or L4.
The inline-four layout is in perfect primary balance and confers a degree of
mechanical simplicity which makes it popular for economy cars. However,
despite its simplicity, it suffers from a secondary imbalance which causes minor
vibrations in smaller engines. These vibrations become worse as engine size and
power increase, so the more powerful engines used in larger cars generally are
more complex designs with more than four cylinders.
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2.2 Horizontally Opposed
A horizontally opposed engine is an engine in which the two cylinder heads are on
opposite side of the crankshaft, resulting in a flat profile. Subaru and Porsche are two
automakers that use horizontally opposed engine in their vehicles.
Horizontally opposed engines offer a low centre of gravity and thereby may a drive
configuration with better stability and control. They are also wider than other engine
configurations, presenting complications with the fitment of the engine within the engine
bay of a front-engine car. This kind of engine is wide spread in the aircraft production.
Typically, the layout has cylinders arranged in two banks on the either side of the
single crankshaft and is generally known as boxer.
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2.3 Radial Engine
The radial engine is a reciprocating type internal combustion engine configuration in

which the cylinders point outward from a central crankshaft like the spokes on a wheel.
This configuration was very commonly used in large aircraft engines before most large
aircraft started using turbine engines.
In a radial engine, the pistons are connected to the crankshaft with a master-and-
articulating-rod assembly. One piston has a master rod with a direct attachment to the
crankshaft. The remaining pistons pin their connecting rods` attachment to rings around
the edge of the master rod. Four-stroke radials always have an odd number cylinders
per row, so that a consistent every-other-piston firing order can be maintained, providing
smooth operation. This achieved by the engine talking two revolution of the crankshaft
to complete the four stokes (intake, compression, power, exhaust), which means the
firing order is 1,3,5,2,4 and back to cylinder 1 again. This means that there is always a
two-piston gap between the piston on its power stroke and the next piston on fire (piston
compression). If an even number of cylinders was uses, the firing order would be
something similar to 1,3,5,2,4,6 which leaves a three-piston gap between firing piston
on the first crank shaft revolution and only one-piston gap on the second. This leads to
an uneven firing order within the engine, and is not ideal.
Originally radial engines had one row of cylinders, but as engine sizes increased
it become necessary to add extra rows. The first known radial-configuration
engine using a twin-row was Double Lambda from 1912, designed as a 14
cylinder twin-row version.
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2.4 V Engine
V engine or Vee engine is a common configuration for an internal combustion engine.

The cylinders and pistons are aligned in two separate planes or banks, is that they
appear to be in a V when viewed along the axis of the crankshaft. The Vee
configuration generally reduces the overall engine length, height and weight compared
to the equivalent inline configuration.
Various cylinder bank angles of Vee are used in different engines depending on the
number of the cylinders; there may be angles that work better than others for stability.
Very narrow angles of V combine some of the advantages of the straight and V engine.
The most common of V engines is V6. It is an engine with six cylinders mounted on the
crankcase in two banks of three cylinders, usually set at either a right angle or an
accurate angle to each other, with all six pistons driving a common crankshaft. It is
second common engine configuration in modern cars after the inline-four.
It is becoming more common as the space allowed in modern cars is reduced at the
time as power requirements increase, and has largely replaced the inline-6, which is too
long to fit in the many modern engine compartments. Although it is more complicated
and not as smooth as the inline-6, the V6 is more rigid for a given weight, more compact
and less prone to torsional vibrations in the crankshaft for a given displacement. The V6
engine has become widely adopted for medium-sized cars, often as an optional engine
where a straight 4 is standard, or as a base engine where a V8 is a higher-cost
performance.
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Chapter: 3 Components of working model
3.1 Piston
Piston is one of the main parts in the engine. Its purpose is to transfer force from
expanding gas in the cylinder to the crankshaft via a connecting rod.
Since the piston is the main reciprocating part of an engine, its movement creates an
imbalance. This imbalance generally manifests itself as a vibration, which causes the
engine to be perceivably harsh. The friction between the walls of the cylinder and the
piston rings eventually results in wear, reducing the effective life of the mechanism.
The sound generated by a reciprocating engine can be intolerable and as a result, many
reciprocating engines rely on heavy noise suppression equipment to diminish droning
and loudness. To transmit the energy of the piston to the crank, the piston is connected
to a connecting rod which is in turn connected to the crank. Because the linear
movement of the piston must be converted to a rotational movement of the crank,
mechanical loss is experienced as a consequence. Overall, this leads to a decrease in
the overall efficiency of the combustion process. The motion of the crank shaft is not
smooth, since energy supplied by the piston is not continuous and it is impulsive in
nature. To address this, manufacturers fit heavy flywheels which supply constant inertia
to the crank. Balance shafts are also fitted to some engines, and diminish the instability
generated by the pistons movement. To supply the fuel and remove the exhaust fumes
from the cylinder there is a need for valves and camshafts. During opening and closing
of the valves, mechanical noise and vibrations may be encountered.
Pistons are commonly made of a cast aluminum alloy for excellent and lightweight
thermal conductivity. Thermal conductivity is the ability of a material to conduct and
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transfer heat. Aluminum expands when heated, and proper clearance must be provided
to maintain free piston movement in the cylinder bore. Insufficient clearance can cause
the piston to seize in the cylinder. Excessive clearance can cause a loss of compression
and an increase in piston noise.
Piston features include the piston head, piston pin bore, piston pin, skirt, ring grooves,
ring lands, and piston rings. The piston head is the top surface (closest to the cylinder
head) of the piston which is subjected to tremendous forces and heat during normal
engine operation.
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3.2 Piston Rings
A ring groove is a recessed area located around the perimeter of the piston that is used
to retain a piston ring. Ring lands are the two parallel surfaces of the ring groove which
function as the sealing surface for the piston ring. A piston ring is an expandable split
ring used to provide a seal between the piston an the cylinder wall. Piston rings are
commonly made from cast iron. Cast iron retains the integrity of its original shape under
heat, load, and other dynamic forces. Piston rings seal the combustion chamber,
conduct heat from the piston to the cylinder wall, and return oil to the crankcase. Piston
ring size and configuration vary depending on engine design and cylinder material.
Piston rings commonly used on small engines include the compression ring, wiper ring,
and oil ring. A compression ring is the piston ring located in the ring groove closest to
the piston head. The compression ring seals the combustion chamber from any leakage
during the combustion process. When the air-fuel mixture is ignited, pressure from
combustion gases is applied to the piston head, forcing the piston toward the
crankshaft. The pressurized gases travel through the gap between the cylinder wall and
the piston and into the piston ring groove. Combustion gas pressure forces the piston
ring against the cylinder wall to form a seal. Pressure applied to the piston ring is
approximately proportional to the combustion gas pressure.
A wiper ring is the piston ring with a tapered face located in the ring groove between the
compression ring and the oil ring. The wiper ring is used to further seal the combustion
chamber and to wipe the cylinder wall clean of excess oil. Combustion gases that pass
by the compression ring are stopped by the wiper ring.
An oil ring is the piston ring located in the ring groove closest to the crankcase. The oil
ring is used to wipe excess oil from the cylinder wall during piston movement. Excess oil
is returned through ring openings to the oil reservoir in the engine block. Two-stroke
cycle engines do not require oil rings because lubrication is supplied by mixing oil in the
gasoline, and an oil reservoir is not required.
Piston rings seal the combustion chamber, transferring heat to the cylinder wall and
controlling oil consumption. A piston ring seals the combustion chamber through
inherent and applied pressure. Inherent pressure is the internal spring force that
expands a piston ring based on the design and properties of the material used. Inherent
pressure requires a significant force needed to compress a piston ring to a 25
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smaller diameter. Inherent pressure is determined by the uncompressed or free piston

ring gap. Free piston ring gap is the distance between the two ends of a piston ring in
an uncompressed state. Typically, the greater the free piston ring gap, the more force
the piston ring applies when compressed in the cylinder bore.
A piston ring must provide a predictable and positive radial fit between the cylinder wall
and the running surface of the piston ring for an efficient seal. The radial fit is achieved
by the inherent pressure of the piston ring. The piston ring must also maintain a seal on
the piston ring lands.
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3.3 Connecting Rod
The connecting rod is a major link inside of a combustion engine. It connects the piston
to the crankshaft and is responsible for transferring power from the piston to the
crankshaft and sending it to the transmission. There are different types of materials and
production methods used in the creation of connecting rods. The most common types of
connecting rods are steel and aluminum. The most common type of manufacturing
processes are casting, forging and powdered metallurgy.
The connecting rod is the most common cause of catastrophic engine failure. It is under
an enormous amount of load pressure and is often the recipient of special care to
ensure that it does not fail prematurely. The sharp edges are sanded smooth in an
attempt to reduce stress risers on the rod. The connecting rod is also shot-peened, or
hardened, to increase its strength against cracking. In most high-performance
applications, the connecting rod is balanced to prevent unwanted harmonics from
creating excessive wear.
The most common connecting rod found in production vehicle engines is a cast rod.
This type of rod is created by pouring molten steel into a mold and then machining the
finished product. This type of rod is reliable for lower horsepower-producing engines
and is the least expensive to manufacture. The cast rod has been used in nearly every
type of engine, from gasoline to diesel, with great success.
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3.4 Crank shaft
The crankshaft is the part of an engine which translates reciprocating linear piston
motion into rotation. To convert the reciprocating motion into rotation, the crankshaft has
crankpins, additional bearing surfaces whose axis is offset from that of the crank, to
which the big ends of the connecting rod from each cylinder attach.
It typically connects to a flywheel, to reduce the pulsation characteristic of the four-
stroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to
reduce the torsion vibrations often caused along the length of the crankshaft by the
cylinders farthest from the output end acting on the torsion elasticity of the metal.
The engine's crankshaft is made of very heavy cast iron in most cases and solid steel in
very high-performance engines. The crankshaft's snout must be made very strong to
withstand the stress of placing the crankshaft pulley and the stress created from driving
all of the components off of that single pulley.
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3.5 Camshaft
Camshaft is frequently called brain of the engine. This is so because its job is to open
and closed at just the right time during engine rotation, so that the maximum power and
efficient cleanout of exhaust to be obtained. The camshaft drives the distributor to
electrically synchronize spark ignition. Camshafts do their work through eccentric
"lobes" that actuate the components of the valve train. The camshaft itself is forged from
one piece of steel, on which the lobes are ground. On single-camshaft engines there
are twice as many lobes as there are cylinders, plus a lobe for fuel pump actuation and
a drive gear for the distributor. Driving the camshaft is the crankshaft, usually through a
set of gears or a chain or belt. The camshaft always rotates at half of crank rpm, taking
two full rotations of the crankshaft to complete one rotation of the cam, to complete a
four-stroke cycle. The camshaft operates the lifters (also called tappets or cam
followers) that in turn operate the rest of the valve train. On "overhead valve" engines
the lifters move pushrods that move rocker arms that move valve stems. Lifters can be
of several types. The most common are hydraulic, mechanical and roller lifters.
Hydraulic lifters fill with oil that acts as a shock absorber to eliminate clearance in the
valve train. They are quiet and don't require periodic adjustment. Mechanical lifters are
solid metal and require scheduled adjustment for proper valve clearance. These are
used in high-rpm applications. Roller lifters use a roller device at one end and can be
hydraulic or mechanical. They are used in applications where a very fast rate of valve lift
is required.
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Chapter: 4 Working of Project
My invention is a double piston, single cylinder internal combustion engine.

An object of my invention is the construction of an engine having a single cylinder with
opposed pistons operating therein, this being to obtain an engine which will operate with
a minimum of vibration. This is effected by having the pistons connected to a pair of
cranks by connecting rods and the cranks operating in a reverse direction with means to
connect the crank shafts together to insure the constant rotation in synchronism, in
opposite directions.
A more particular object of my invention is the connection of the crank shafts bya
system of gearing preferably running in oil, so that both crank shafts maintain the same
constant speed of rotation and as they are moving in opposite directions, the vibration
due to the reciprocating pistons and connecting rods is reduced to a Another object of
my invention is in the construction of theexplosion chamber and the heads of the
pistons, whereby a turbulence is given to the fresh gases on the intake. Thesegases
have a swirling move- `ment due to the shape of the combustion chamber and giving a
thorough mixture and in this connection the ases enter an explosion chamber on one
sie of the cylinder and discharge centrally into the central part of vthe cylinder. The
piston heads are constructed having an open space on the
side of the combustion chamber so that the combustion gases are forced downwardly
by the explosion against the inclined heads of the pistons. Thus inthe first action the
exploded gases operate somewhat the manner of a wedge, thrusting the pistons apart.
Another object of my invention is in exhausting the exploded gases from the combustion
chamber on one side of the cylinder, the exhaust port being preferably on the same side
as the intake port so that the gases have a swirling motion on the intake. This swirling
motion is continued in the exhaust and any residual gases maintain the ci1culatory
action so that on the intake port opening, this swirling motion is augmented.
A detail feature of my invention is in through the crank case. forming the heads of the
opposed pistons wlth sloping surfaces on the side adjacent the combustion chamber,
the heads being substantially fiat from the middle section to the opposite side
of the cylinder and when in their innermost position are spaced slightly ap'art, allowing a
clearance for the compression of the char e.
A further object o my invention is in the lubrication system by which the interconnectmg
gearing which maintains the crank shafts operating in correct synchronism, carrles oil
from an oil chamber a ainst a baiie. These bailles strip the oil om the main gears,
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causing it to run in the trough The connecting rods then, by means of dippers splash the
oil into the cylinder, thereby lubricating the cylinder and pistons.
A further A feature and detail of my invention is in an oil gauge connected by a iioat to
the oil sump and breaking the ignition circuit when the oil level becomes too low.
Another detailed object of my invention is in the manner of taking the power from the
engine.
This may be one by extending one or more of the shafts havtlhe gearing on the crank
shafts and g power from any one or more of such shafts, these shafts all being parallel
to the crank shafts.
In another manner of coupling the crank shafts to operate in synchronism, I utilize bevel
gears on the crank shaft connecting to the longitudinal shaft, arranged parallel to the
cylinder and the power may be taken off of this longitudinal shaft. The power may
therefore be delivered as by a pulley at right angles to thel longitudinal axis of the
engine.
My invention is illustrated in the accom-` panying drawings, in which;
Figure 1 is a vertical longitudinal section on the line 1-1 of Fig. 2 -in the direction of the-
arrows,
showing principally the interconnecting gearing between the crank shafts, operating in
the oil bath;
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Fig. 2 is a horizontal section on the line 2 2 of Fig. 1 in the direction of the arrows,
through the cylinder, showing the pistons and the crank shafts in plan, with the
connecting rod and other bearings cut away;
Fig. 3 is a 'vertical longitudinal section through the center of the cylinder on the line 3--3
of Fig.2 in the direction, of the arrows;
Fig. 4 is a vertical transverse section on 5 the line 4-4 of Fig. 3 in the direction of the
arrows, this being through the center of the cylinder and engine;
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Fig. 5 is a longitudinal horizontal section of a modification of my engine, showing a

bevel gear connection between the crank shafts with a longitudinal shaft which may be
used for delivering power;
Fig. 6 is a side elevation of Fig. 5 taken in the direction of the arrow 6 with the bevel
gear casing broken away.
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Fig. 7 is a perspective view of 'another form of piston showing a combustion pocket

therein;
Fig. 8 is a detail longitudinal section through a pair of pistonheads having 'a pocket
similar to that shown in Fig. 7.
Referring first to the construction of Figs. 1, 2 and 3, the single cylinder 11 is illustrated
as mounted in an engine block 12 having a transverse partition 13 at the bottom and
with end walls 14. This forms a water jacket 15 surrounding the cylinder. Below the
partition 13 there is an oil sump 16. The engine block has side walls 17 and o n one
side 9 there is a gear housing 18.
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A pair of pistons 19 reciprocate in the cylinder and by means of the connecting rods 20
the pistons are linked to the crank shafts 21. These crank shafts are arranged to rotate
in an opposite direction as indicated by the arrows 22. The crank shafts are indicated as
being journal edin the bearings as indicated at 23 and also on the outside of the gear
casing or housing as indicated at 24.
The interconnecting gearing between the crank shafts comprises two slnall gears 25
mounted on the ends of the crank shaft and operating in the gear housing. These small
gears mesh with large ars 26 which are mounted on shafts 27. euch shafts preferably
extend through sleeves 28 in the water jacket and project beyond the opposite side of
the engine block having journals 29 at such 'sides so that the ends 30 of these shafts
may 5 be used for delivery of power. The gears 26 mesh together and by this medium
the crank shafts are connected by an inter gearing.
A port 31 is constructed in the upper side of the cylinder and a page 32 extends 55
through the upper water jacket and through the valve head structure 33. This forms in
effect combustion chamber 34. The valves 35 ofthe poppet type are located on one side
of the combustion chamber and connect to 5 manifolds 36 for the intake and exhaust
gases.
Removable plugs 37 allow access to the valve heads. The valve stems 38 are operated
by a cam shaft 39 having a gear 40 thereon meshilgtvgith one of the gears 25 on the
crank is action space 44. .The pistons have a clearance between the heads suilicient to
prevent 75 striking. The spark plug is located in the combustion chamber 34 in a
convenient position to ignite the gases after compression.
In the illustration of Figs. 2 and 4, the crank shaft is shown as extendedand has ily
wheels 46 mounted thereon. It is obvious however, that the ily wheels may be placed on
the shafts 27 having the large gears, if desired. There is an oil connection 47 throu h the
side wall of the engine block between t e 85 oil sump 16 and the gear casin or housing
18, so that the large gears 26 dip 1nto the oil and carry it upwardly towards each end on
the teeth, the oil being removed by bailles 48 and caught in troughs 49. These troughs
lead the oil to the crank case 50 through an opening in the side wall of the engine block
and thereby maintain the oil level in the crank case 50. Dippers 51 on the connecting
rod bearing sdip into the oil and thereby by a splash system lubricate the cylinder and
the pistons.
The construction by which the low level of .Gil Stops the engine utilizes a ioat 52 in 'a
float chamber 53 on one side of the engine block and connected b a duct 54 to the oil
sump. This float carries a rod 55' which has a circuit closer 56 which may engage a
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contact 57, this contact having an electric lead 58 to the spark plug 59. Therefore when
the oil is low the circuit closer 56 engages the contact 57 and short circuits the spark
plug, thereby stopping the engine.
In the construction illustrated in Figs. 5 and 6, the crank shafts are connected through
the medium of the bevel gears and a longitudinal shaft. The crankshafts and extensions
60 and 61 each have a bevel gear 62 mounted thereon. These gears mesh with bevel
gears 63 on the lonigtudinal shaft 64. This shaft is journaled in brackets 65 se'- cured to
the side of the engine block. The gears are encased in gear housings 66 and the shaft
preferably has a ily wheel 67 which may be used as a pulley for a pulley drive or power
may be taken in any suitable manner from the shaft 64. In this type of drive I Y utilize
the gear 25 meshing with the gear 40 driving the cam shaft in the same manner as
illustrated in connection with Figs. 1 through 4. 125
An important characteristic of my invention is in having the clearance 45 small, merely
enough to keep the piston heads from striking when in their innermost position and as
the combustion chamber 34 is quite large, this 130 gives suiiicient volume for the
compressed gases before the explosion considered also with the wedge-shaped
combustion space 44 between the piston heads. This space occupies substantially half
of the diameter of the piston heads.
Therefore when the compressed gases are ignited by the spark plug,
the explosive force is directed laterally against the sloping heads of the pistons and but
very little of the burning gases enters the clearing space 45 when the pistons are at their
innermost position. As the pistons move outwardly under the influence of the explosion,
the exploded gases expand and give an even pressure against the full area of the
piston heads. The first or initial action however, is somewhat in the nature of a wedging
action.
On the compressive stroke the gases are first compressed evenly against the full area
of the piston heads and as the pistons come together andthe clearance between the flat
sides diminishes, the burnt gases are forced outwardly laterally by the sloping parts of
the piston heads. This gives a momentum to the gases, forcing it out of the exhaust
valve.
While I have illustrated in the drawings that the engine is constructed with a single
cylinder having a pair of pistonstherein, it is manifest that I may have a row of cylinders
each having two pistons and each piston connected by connecting rods to the crank
shafts. Therefore in the specification and claims where I refer to the engine as having a.
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single cylinder, this is not considered as a. limiting feature on a multiple cylinder type of
engine, each cylinder having two pistons.
It is to be understood that the piston heads may have a wedge-shaped spacing either
greater or less than that depicted in Figs. 2 and 3, the function being so that the
combustion gases from the side combustion chamber will avoid the hammering eifect of
a direct explosion on the piston heads..
The space between the piston heads extending only partly across the full size of the
pistons, prevents the full explosion to act simultaneously on the complete area of the
piston heads and therefore eliminates the'hammer type of act-ion andgives a more
effective expansion for a high compression motor.
In Figs 7 and 8 I show an alternative type of piston in which the piston is designated by
the numeral and each piston has a pocket 71 formed therein extending from one side.
The pocket lines up when the pistons are together with the lateral combustion chamber
34. This pocket may be made in any suitable shape, it being arranged however, that the
initial explosion of the gas cannot spread to cover the full area of the piston heads and
thereby avoids the hammerlike action of spaced apart pistons. This type of head on the
pistons is suitable for high compression engines.
One of the advantages of the form of my invention as illustrated in Figs. 1, 2
and 3, resides in the power takeoff, which may be accomplished by connectingthe
projecting ends of the crank shafts 21 or the projecting shafts 30 to a transmission
mechanism for taking power to the place desired. As the crank shafts rotate at a much
higher speed than the shafts 30, the power taken olf from i i' these shafts can readily be
arranged to give a two speed drive to any suitable device. It is also manifest that as a
crank shaft and the adjacent shaft 30 rotate in opposite directions, that taking the power
off from one crank shaft, a drive lnay be given at a high speed in one direction. Taking
the power oil' from the next adjacent -shaft 30 will give a slow speed power delivery in a
reverse direction and taking the power off from the remote shaft BO will give a low
speed in the same direction as the crank shaft remote to this latter shaft 30. Also the
power take off from the opposite crank shaft will give a high speed in the opposite
direction to that of the first crank shaft. Therefore by having four shafts from which
power may be taken off,
I can secure a considerable range of power. delivery and in opposite directions of drive..
Various changes may be made in the principles of my invention without departing from
the spirit thereof as set forth in the description, drawings and claim.
EIDS 2016-17
Chapter: 5 Circuit Diagram of Model
Figure shows the circuit diagram of our model double piston single connecting rod.
AS per figure we can see that number 1 & 5 represents pistons in cylinders in our
model.
They are inter connected with each other by a connected rod. As shown in figure both
pistons are connected with rod which is represented by number 3 by supporting points 2
& 3.
From figure we can see that when the connecting rod start rotation first piston 1 gets
upward movement at the same time piston 2 gets downward movement and after every
half rotation we get same wise versa process and from this rotation we get energy
transmission and we get power which is used to start engine
EIDS 2016-17
Chapter: 6 Advantages
EIDS 2016-17
Chapter : 7 Conclusion
1. A reciprocating assembly comprising an outer piston, an inner piston a carrier,

and a connecting rod said outer piston having a supplemental cylinder bore
passing from the top of said outer piston to the bottom of said outer piston. Inner
piston being pivotally connected to said connecting rod by a second wrist pin
attached to said small journal.
2. The reciprocating assembly according to claim 1 including a means for the
transfer of the lubricant comprising a plurality of passages defined through the
skirt of said outer piston into the supplemental cylinder bore and a plurality of
passages defined through the skirt of said inner piston.
3. The reciprocating assembly according to clam 1 further including a sealing
means made up of a plurality of rings on the outer surface of the outer piston and
at least one ring on the outer surface of the inner piston
4. The reciprocating according to claim work where in the centre of the top of the
inner piston are dimensioned and configured to be coincident in positional
relationship.
5. The reciprocating according to claim work where in the centre of the top of the
outer piston and centre of the top of the pistons in dimensioned and configured to
be eccentric in positional relationship.
EIDS 2016-17
Chapter : 8 References
www.energypedia.com
http://gtu.ac.in/circulars/15June/26062015_12.pdf
http://gtu.ac.in/circulars/15Apr/04042015_AEIOU.pdf
www.enginetachnology.in
www.wikipedia.com
www.alibaba.com
www.interengine.in
www.tatapowerengine.in
EIDS 2016-17

Double Piston Single Connecting Rod

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Double Piston Single Connecting Rod

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DOUBLE PISTON SINGLE CONNECTING ROD 1

EXCEL INSTITUTE OF DIPLOMA STUDIES, KALOL

SUBJECT CODE : 3351908

PROJECT NAME : DOUBLE PISTON SINGLE CONNECTING ROD

DISICIPLINE : MECAHNICAL ENGINEERING

ENROLMENT NO. NAME DIVISION/BATCH

146130319030 Arfat Mansuri

SUBMITTED- V SEM DATE:

This is to certify that Mr. ________________________________________having

DATE: INSTITUTE GUIDE

DATE: HEAD OF DEPAT.

DATE: EXTERNAL EXAMINER

We would like to express our gratitude towards my parents & members of

Our thanks and appreciations also go to our college and classmates in

1.1 Goals and Objectives

Chapter: 2 Types of Engine

2.1 Line Engine

2.2 Horizontally Opposed

2.3 Radial Engine

The radial engine is a reciprocating type internal combustion engine configuration in

V engine or Vee engine is a common configuration for an internal combustion engine.

Chapter: 3 Components of working model

3.2 Piston Rings

smaller diameter. Inherent pressure is determined by the uncompressed or free piston

3.3 Connecting Rod

3.4 Crank shaft

Chapter: 4 Working of Project

My invention is a double piston, single cylinder internal combustion engine.

Fig. 5 is a longitudinal horizontal section of a modification of my engine, showing a

Fig. 7 is a perspective view of 'another form of piston showing a combustion pocket

Chapter: 5 Circuit Diagram of Model

1. A reciprocating assembly comprising an outer piston, an inner piston a carrier,

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