JP2006207564A - Rotary type internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To directly rotate a rotor and a rotary shaft by energy at the time of explosion of air-fuel mixture in an internal combustion engine, and thereby to dispense with complicated delivery of energy in a piston of a conventional reciprocation type engine, and to reduce mechanical loss. <P>SOLUTION: A combustion chamber is provided in a housing having a center part machined to be a cylindrical shape, the rotor, a cam, a gate and a valve are incorporated, and strokes of intake, compression, explosion and exhaust are performed with the usage of the air-fuel mixture comprising liquid or gas fuel and the air by rotating the rotor three times and operating the gate and the valve. The rotor and the four cams are rotated to the left, and the cam is rotated once while the rotor is rotated three times. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a rotary internal combustion engine of an internal combustion engine used in a vehicle or the like.

  The conventional reciprocating engine ignites and explodes the air-fuel mixture compressed by the piston, transmits force to the connecting rod when the piston is pushed down, and rotates the crankshaft to obtain output.

As described above, the reciprocating engine according to the prior art has a structure that obtains an output when the compressed air-fuel mixture is ignited and exploded and the piston is pushed down by the energy. However, although the piston is pushed down due to the explosion of the air-fuel mixture and the piston moving speed is the fastest at the midpoint between the top dead center and the bottom dead center, the piston moving speed decreases and the bottom dead center decreases as the piston approaches the bottom dead center. Becomes 0. Also, when moving toward the top dead center, the piston moving speed was zero, and the speed gradually increased, and the piston moving speed became the fastest at the middle position between the top dead center and the bottom dead center, but the top dead center As the point approaches, the moving speed of the piston decreases and becomes zero at the top dead center. In other words, after the output is transmitted from the piston to the connecting rod and then to the crankshaft, the energy is transferred in the order of the crankshaft, connecting rod, and piston in reverse, so the energy obtained is connected to the connecting rod. And mechanical loss at the bearing portion of the crankshaft and the bearing portion of the connecting rod and piston pin.
The object of the present invention is to directly rotate the rotor and the rotor shaft with the energy at the time of explosion, so that the complicated energy transfer found in the piston of the conventional reciprocating engine is eliminated, the mechanical loss is reduced, and the air-fuel mixture is reduced. The purpose is to make it possible to efficiently extract the energy generated by the explosion as an output.

  The rotary internal combustion engine of the present invention that achieves the above-described object is achieved by igniting and exploding an air-fuel mixture compressed by a housing, a rotor, a cam, a gate, and a valve by a spark plug so that the rotor is centered on the rotor shaft. It features a structure that rotates. The rotor is provided with a rotor balancer.

  As described above, according to the present invention, since the rotor and the rotor shaft are directly rotated by the energy obtained by ignition / explosion, the complicated energy transfer seen in the movement of the piston of the reciprocating engine is eliminated. This is advantageous in terms of mechanical loss. In addition, since the rotor balancer has a structure that balances the weight of the rotor itself, there is an effect of suppressing vibration.

  The structure of the present invention will be described below with reference to the drawings. In the overall view of FIG. 1, the gap between the inner surface of the housing 1 and the rotor head 6 is not limited. Further, the side surface of the rotor 3 and the housing 1 are structured to have confidentiality. The rotor 3 includes a rotor head 6, a rotor balancer 5, and a rotor shaft 4, and the rotor shaft 4 is configured to be supported by bearings on both side surfaces of the rotor 3. The gate A12 is operated from the gate A cam 11 through the rod A20 with the gate A shaft 26 as an axis, and the gate A12 is returned to the housing 1 by the spring F23. The gate B16 is operated from the gate B cam 15 through the rod B21 with the gate B shaft 27 as an axis, and the gate B16 returns to the housing 1 by the spring H25. The intake valve 10 is operated by an intake valve cam 9 and is returned to the housing 1 by a spring E22. The exhaust valve 14 is operated by an exhaust valve cam 13 and is returned to the housing 1 by a spring G24. The intake valve cam 9, the gate A cam 11, the exhaust valve cam 13, and the gate B cam 15 are connected by a precision gear so as to rotate once when the rotor 3 rotates three times. When the gate A12 and the gate B16 move along the rotor 3, the gap is not limited. The rotor groove 8 is provided on the side opposite to the rotation direction of the rotor head 6. It is assumed that the rotor 3, the intake valve cam 9, the gate A cam 11, the exhaust valve cam 13, and the gate B cam 15 rotate counterclockwise.

Hereinafter, the operation of the present invention will be described in detail with reference to the drawings. FIG. 2 shows the time when the intake of the air-fuel mixture is started, and the rotor 3 is rotated 120 degrees from the state shown in FIG. At this time, the gate A12 is moved by the gate A cam 11 along the rotor head 6 until it comes into contact with the rotor 3, so that the opposite side to the rotation direction of the rotor head 6 (hereinafter referred to as the rear) is sealed and negative pressure is generated. To do. The intake valve 10 is opened by the intake valve cam 9, and the air-fuel mixture is sucked from the intake port 18 to the rear of the rotor head 6. The exhaust valve 14 is already opened by the exhaust valve cam 13.
FIG. 3 shows the time when the intake is completed, and the rotor 3 has rotated 420 degrees. At this time, the gate A 12 is returned to the housing 1 by the gate A cam 11, the intake valve 10 is closed by the intake valve cam 9 and the intake is completed, and the exhaust valve 14 is already closed by the exhaust valve cam 13.
FIG. 4 shows a point in time when the intake is completed and compression of the air-fuel mixture is started. At this time, the gate A 12 is moved by the gate A cam 11 until just before the gate A 12 contacts the rotor 3, the inside 2 of the housing is sealed, and the compression of the air-fuel mixture is started on the rotation direction side (hereinafter referred to as the front) of the rotor head 6.
FIG. 5 shows the time when the air-fuel mixture has been compressed, and the rotor 3 has been rotated 720 degrees. At this time, the gate A cam 11 starts moving to the housing 1 along the middle of contact with the rotor head 6 until the gate A12 contacts the rotor head 6, and the gate B 16 is moved to just before the gate B 16 contacts the rotor head 6. is there.
FIG. 6 shows the time when the air-fuel mixture compressed by the spark plug 7 is ignited, in which the rotor 3 is rotated 780 degrees. At this time, the gate B 16 moves to the point just before the gate B 16 contacts the rotor 3 to keep the combustion chamber 17 airtight, so that the rear of the rotor head 6 is sealed, and the energy at the time of the explosion is the rotor. The head 6 and the rotor groove 8 are provided.
FIG. 7 shows the time when the expansion of the air-fuel mixture due to the explosion is completed and the exhaust as the combustion gas is started. The rotor 3 is rotated 1035 degrees. At this time, the gate B 16 is returned to the housing 1 by the gate B cam 15, the exhaust valve 14 is opened by the exhaust valve cam 13, and the combustion gas starts to be discharged from the exhaust port 19. In addition, when the rotor 3 is rotated 45 degrees after the rotation, the rotation becomes 1080 degrees and 3 rotations, which is a separation of the steps so far.
FIG. 8 shows the same state as FIG. 2 in which the rotor 3 is rotated 120 degrees from the state of FIG. The gate A 12 is moved by the gate A cam 11 until just before the gate A 12 contacts the rotor 3, and the combustion gas is continuously discharged in front of the rotor head 6. Further, the intake valve 10 is opened by the intake valve cam 9 behind the rotor head 6, and the air-fuel mixture is sucked from the intake port 18 to the rear of the rotor head 6.
FIG. 9 shows the exhaust of the combustion gas and the intake of the air-fuel mixture, in which the rotor 3 is rotated 345 degrees. The exhaust valve 14 is closed by the exhaust valve cam 13 and the exhaust is completed, and the intake of the air-fuel mixture is continued behind the rotor head 6.
FIG. 10 is a view showing the shape of the rotor groove 8, and is for efficiently giving the explosion energy of the air-fuel mixture to the rotor head 6.

  Although the above description is a description of a single rotor, a high output can be obtained in a limited space by connecting a plurality of them in parallel or in series.

1 is an overall cross-sectional view of the present invention. It is sectional drawing at the time of starting the intake of air-fuel mixture. FIG. 6 is a cross-sectional view at the time when intake of the air-fuel mixture is completed. It is sectional drawing at the time of starting compression of air-fuel | gaseous mixture. It is sectional drawing at the time of completion of compression of air-fuel | gaseous mixture. It is sectional drawing at the time of starting ignition and explosion to the compressed air-fuel mixture. It is sectional drawing at the time of exhaust_gas | exhaustion of combustion gas being started. FIG. 5 is a cross-sectional view of the start of the intake of the next air-fuel mixture and the exhaust of the combustion gas. FIG. 5 is a cross-sectional view of the combustion gas exhausted and the next air-fuel mixture in the middle of intake. It is the figure which looked at the rotor 3 from diagonally upper right, and is the figure which showed the shape of the rotor groove | channel 8. FIG.

Explanation of symbols

1 Housing 2 Housing 3 Rotor 4 Rotor shaft 5 Rotor balancer 6 Rotor head 7 Spark plug 8 Rotor groove 9 Intake valve cam 10 Intake valve 11 Gate A cam 12 Gate A
13 Exhaust valve cam 14 Exhaust valve 15 Gate B cam 16 Gate B
17 Combustion chamber 18 Inlet 19 Exhaust 20 Rod C
21 Rod D
22 Spring E
23 Spring F
24 Spring G
25 Spring H
26 Gate A axis 27 Gate B axis

Claims (2)

  A combustion chamber is provided in a housing whose center is processed into a cylindrical shape, and a rotor, cam, gate, and valve are incorporated, and a mixture of liquid or gaseous fuel and air is used to perform intake, compression, explosion, and exhaust processes. A rotary internal combustion engine, which is performed by rotating a rotor and operating a gate and a valve.   The rotary internal combustion engine characterized in that the rotor has a rotor head and a rotor balancer, and is balanced in weight with respect to the rotor shaft.

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