JP2007205346A - Internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine in which the sucking action and discharging action are performed by rotating cylindrical bodies with cutout parts, sucking and discharging are efficiently promoted by changing the shapes of a cylinder and a piston, the changing angles of the rotating cylindrical bodies with the cutout parts are changed to provide high-speed rotation. <P>SOLUTION: The sucking action of the internal combustion engine is performed by rotating the rotating cylindrical body 1 for sucking with the rotating cylindrical body cutout part 3 and the rotating cylindrical body 4 for discharging with the rotating cylindrical body cutout part 6 together with a crankshaft 16. The wall surface of a cylinder liner 10a and the side surface of the piston 11 are formed in square shapes to efficiently promote the sucking action and the discharge action. A conversion angle is advanced by moving a synchronous pulley 14 to advance the suction start timing of the cutout part 3 of the rotating cylindrical body 1 for sucking for high-speed rotation. Also, to delay the exhaust termination timing of the cutout part 6 of the rotating cylindrical body 4 for discharging, the conversion angle is delayed by moving a synchronous pulley 15 for producing an overlapping phenomenon. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention is an internal combustion engine that uses power obtained by burning mainly fossil fuel or vegetable alcohol fuel, and is used in automobiles, ships, motorcycles, agriculture, civil engineering construction, trains, power generation, etc. The present invention relates to a power source and other internal combustion engines.

  Taking an example of a conventional internal combustion engine for an automobile, the intake action of the air-fuel mixture (fuel or air) and the exhaust action of the exhaust gas are based on the opening and closing of the respective valves and the valve operating system constituting them. Further, in order to obtain high performance and high speed rotation, it is necessary to suck a large amount of air-fuel mixture (fuel or air), so that the area of the valve seat is increased and the number of valves is increased. This simultaneously complicates many of the valve train mechanisms that accompany it, and the complexity of improving the quantity, shape, quality, etc. of the parts over those details is immeasurable. Furthermore, it can be said that as the number of cylinders is increased, the structure of the valve train system is becoming more and more complicated due to the incorporation of electronic devices. This leads to an increase in the weight and volume of the internal combustion engine, which is economically disadvantageous. At the same time, when looking at the manufacturing process of the valve system, the amount of parts, ranging from design to product completion, is large, and the costs and time loss required for casting, polishing and assembly by advanced technology and skill are significant. is there.

  In recent years, as the speed of automobiles has increased, it has been required that the internal combustion engine has higher performance, economy, and in addition to not adversely affecting the environment. Most important. In particular, the effect cannot be expected without the reliable opening and closing of the intake and exhaust valves. Uncertain valve opening / closing causes irregular combustion of unburned gas due to intake of excess air-fuel mixture (fuel or air) and residual exhaust gas cause adverse effects on the environment in addition to poor efficiency and economy. It becomes a factor. The valve system that occupies an important position in the present internal combustion engine is still being researched and improved on the drive mode, operation method, shape, material, and the like of the cam and spring associated therewith.

  In a valve mechanism in an internal combustion engine, a spring mechanism is provided in an accompanying part thereof. This is an indispensable part for maintaining the seating force of the valve, and at the present time when high speed rotation is required, the spring must be in the best shape and material. If it rotates at high speed, the spring itself cannot follow the movement of the valve, causing a phenomenon that the valve that has once closed jumps up again, or causing an illegal movement in which the spring itself violates. The structure is complicated to prevent them.

  As described above, in order to obtain high-speed rotation as the internal combustion engine increases in performance, a large amount of air-fuel mixture (fuel or air) needs to be sucked in. This is achieved by increasing the valve seat area and simultaneously increasing the valve lift. It is necessary to take large. However, the space on the upper surface of the piston at the time of compression is limited because it has a very limited volume. In addition, by enlarging the valve, a large amount of air-fuel mixture is sucked, but the valve becomes heavier and the followability at high speed rotation becomes worse. Therefore, by increasing the strength of the spring or loosening the lift curve of the cam, the tracking performance will be improved as much as possible. A number of valves are currently used in many ways to solve such problems. As the number of valves increases, the number of cams increases, and many cams are attached to one camshaft. . As the number of cylinders increases, the number of cams increases accordingly, resulting in a complicated valve system structure, making casting difficult.

  The importance of the cam and spring mechanism in the conventional internal combustion engine directly affects the valve motion. Since the cam surface slides at a high speed and high surface pressure, the surface must be durable with little wear, and at the same time, it must have a low level of impact on the parts that come into contact with other parts. A product is required. In the spring mechanism, there is a problem of how to reliably maintain the lift amount along the lift curve of the cam, and there are many problems regardless of the shape of the cam or the spring mechanism.

  One of the conventional methods for performing high-speed rotation of an internal combustion engine is a method for effecting an overlap (a time when the valves are simultaneously open) effecting that the opening of the intake valve is advanced earlier and the closing end of the exhaust valve is delayed. In order to make full use of this effect, a variable mechanism that switches the high-speed cam as necessary and several other methods are currently being implemented. Advanced technology is required by adopting. Also in the manufacturing process, there are difficulties in manufacturing many different parts and adding complex elements to the assembly.

JP 10-280922 JP 11-6408 PR JP 2001-123087 PR JP 2001-152818 PR JP 2001-173416 PR JP 2004-92632 PR Of these, non-patent literature has not been confirmed.

  As described above, the internal combustion engine related to the prior art has been improved and developed by the advancement of processing technology, advancement of electronic technology, development of materials, etc., but from the principle of simplification that the machine should have originally It's far from far away, and it's becoming increasingly complex and it's at the limit of manufacturing technology. Specifically, taking automobiles as an example, various automobiles can be used as individual feet and economically efficient, such as increasing the amount of transportation by land due to extensive road construction, moving to sightseeing spots, and regular use in daily life. In short, it is an indispensable existence. In such automobiles, naturally, high performance of the internal combustion engine, economic efficiency, consideration for the environment, etc. are required, and many manufacturers are making efforts with the full power of technology. As a vehicle that can be used in everyday life with a higher level of safety and security, it has reached the point where it is proud that there are no more products. However, despite the efforts and results of research and technology, the actual situation is that the internal combustion engine has a structural problem in which a wide variety of components are intertwined in a complex manner.

  Even with a seemingly simple structure of opening and closing the valve, high performance of the internal combustion engine is required, and in order to obtain high speed rotation, the lift amount of the valve must be increased. , Make the valve open longer, or change the shape of the cam itself. This not only deteriorates the followability of the valve, but also causes problems of noise and durability of the cam itself. Further, if the number of cylinders of the internal combustion engine is increased, the number of cams naturally increases in proportion, and both volume and weight increase. At present, efforts are being made to reduce the size and weight in millimeters, but this is a retrograde. In addition, as the number of cylinders increases, a large number of cams need to be attached to one camshaft. Therefore, the construction method in which each cam must be cast according to the rotation angle of the valve opening / closing timing is extremely difficult.

  A spring mechanism is a part that occupies a large element in a mechanism for opening and closing a valve. In order to bring the valve into close contact with the intake and exhaust ports, the strength of the spring needs to match the strength and weight of the valve. When the strength of the spring is increased, a large valve opening force is required, and wear of the contact portion between the valve head and the cam becomes severe. This increases the steel properties of the entire valve mechanism, which is disadvantageous from the viewpoints of economy and weight reduction. In addition, valves and springs with improved steel properties cannot follow the lift amount of the cam when it rotates at high speed, causing unexpected movement and cam rampage. In order to prevent this, the weight of the valve system is reduced along with the weight of the valve itself, or the spring strength is increased, that is, the spring constant is increased in order to increase the natural frequency of the spring, or different. A complicated method is adopted in which a spring having a constant is doubled to prevent a resonance phenomenon.

  As another method of performing high-speed rotation with the improvement in performance of a conventional internal combustion engine, an effect is obtained by controlling the timing of the intake and exhaust operations of the valve simultaneously with the control of the ignition timing. This is the character of the internal combustion engine itself. Therefore, as one of the methods for improving the intake and exhaust efficiency of the valves that have been put into practical use in the past, the intake valve and the exhaust valve are simultaneously opened by controlling the hydraulic phase switching mechanism at the tip of the camshaft. Efficiency is improved by taking longer (overlap). However, these mechanisms are very complex and depend on technologies such as electronic equipment, which is a problem for the future.

  A rotary valve type internal combustion engine is known as a method of performing an intake action of an air-fuel mixture (fuel or air) and an exhaust action of exhaust gas instead of a valve mechanism (reciprocating motion by a piston valve). However, the structure of the rotary valve itself is complicated, the intake and exhaust mechanisms are very complicated for mass production, and the positions of the intake and exhaust ports (including piping) are There are many problems such as restrictions on miniaturization and a narrow opening for a large amount of intake and exhaust.

  The present invention has been made in view of several problems as described above. The object of the present invention should be a simple structure as long as it has the same performance that the machine itself can have. In order to perform the intake action and the exhaust action of the exhaust gas, a rotating cylinder having a notch is installed, and a pulley for synchronizing the intake action and the exhaust action is fixed to the main spindle of each rotary cylinder, and the crank spindle To do. This eliminates the need for all of the complicated valve mechanisms used in current internal combustion engines, and simplifies the rotary valve type having a known complicated structure. In addition, the present invention can easily change the conversion angle of the intake rotary cylinder and the exhaust rotary cylinder by a conversion angle control pulley provided with an automatic control device (not shown and not shown) separately installed. I was able to get This aims to simplify the manufacturing process and reduce costs by focusing on simplifying complicated mechanisms by reducing the number of parts and making it light and compact.

Means to solve the problem

  The internal combustion engine of the present invention that achieves the above-mentioned object is provided with an intake rotary cylinder and an exhaust rotary cylinder having a cut-out portion installed so as to separate the intake port and the exhaust port from the combustion chamber as the center. Rotate the contact to hold. Further, a synchronizing pulley is fixed to each rotating cylindrical body, and a crankshaft pulley is rotated by transmission using a transmission device as a coupling medium to perform intake and exhaust operations. In addition, the notch of each rotating cylinder has a fan-shaped edge of the inclined notch with respect to the circular surface of the rotating cylinder, that is, the cut shape is a semi-cylindrical shape, and the rotating cylinder is this semi-cylindrical shape. The three-dimensional shape is stripped and an effect of efficiently and easily facilitating the intake action of the air-fuel mixture (fuel or air) and the exhaust action of the exhaust gas is obtained.

  Furthermore, the cylinder liner upper part and the piston upper face are both rectangular, so that the contact surface is parallel to the rotating surface having the cutout part of each rotating cylindrical body and wide, and is always open. Fuel or air) and exhaust gas exhaust action are performed in a large amount in a short time.

  As an example of improving the performance of the above-mentioned internal combustion engine, there is a method of performing high-speed rotation. This is accomplished by changing the conversion turning angle of the rotating cylindrical body to advance the intake start timing of the air-fuel mixture (fuel or air) or exhaust the exhaust gas. Overlap phenomenon that delays the exhaust timing of gas is caused and high speed rotation is obtained. In this method, a synchronous pulley for synchronizing the intake action and the exhaust action to the rotary cylinder for intake and the rotary cylinder for exhaust is fixed on the same axis of each rotary cylinder, and the crankshaft pulley and belt (or chain) are fixed. At the same time, a small conversion angle control pulley is installed between the intake synchronous pulley and the exhaust synchronous pulley, and is moved up and down using an automatic control device (not shown or described), and the belt (or It is characterized in that high-speed rotation or low-speed rotation is performed by controlling the conversion angle of each rotating cylinder simultaneously or individually (operation conversion angle) by manipulating the strength of the chain).

The invention's effect

  As described above, according to the present invention, in order to perform the intake action of the air-fuel mixture (fuel or air) and the exhaust action of the exhaust gas of the internal combustion engine, the intake port and the exhaust port are located at the center of the cylinder liner and the combustion chamber is in the center. The intake synchronous cylinder and the exhaust synchronous cylinder on the same axis as the intake rotary cylinder and the exhaust rotary cylinder having a notch that rotates in contact with the upper part of the cylinder liner and the air intake and exhaust ports while maintaining airtightness. And an exhaust synchronous pulley, and a crank main shaft pulley that is driven to rotate with a transmission device as a connecting medium to perform intake and exhaust operations, including a valve that is currently used in an internal combustion engine All mechanisms can be made unnecessary. In addition, by making the upper part of the cylinder liner and the upper surface of the piston square, the cutout portions of the rotary cylinder for intake and the rotary cylinder for exhaust are in contact with the upper part of the cylinder liner and the upper surface of the piston in parallel (fuel or air). The intake action and the exhaust action of the exhaust gas are facilitated efficiently, and the pitch between the cylinders can be narrowed. Therefore, the internal combustion engine can be reduced in size and weight, and the conversion angle of the intake rotary cylinder and the exhaust rotary cylinder is between the synchronous pulley that synchronizes the intake rotary cylinder and the exhaust rotary cylinder. High speed rotation and low speed rotation can be facilitated by newly installing a conversion angle control pulley with a built-in automatic control device (illustration and explanation omitted) that controls the movement (operation conversion angle) and moving the conversion angle control pulley . Therefore, it is possible to eliminate all valve systems having a hydraulic phase switching mechanism that is currently in practical use. If this internal combustion engine is used in automobiles and the like that are mass-produced in the widest range, the manufacturing cost can be greatly reduced and the manufacturing period can be shortened. In addition, it is extremely effective in improving the environment as light weight and downsizing.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 to 5 relate to a first embodiment of the present invention, FIG. 1 is a schematic perspective view thereof, FIG. 2 is a longitudinal front sectional view of a central portion of the cylinder head, and FIG. 3 is a horizontal view of the central portion of the cylinder head. 4 is a cross-sectional top view of the cylinder block and the top surface of the piston, and FIG. 5 (1) is a cylinder head for reusing the unburned mixture remaining in the notch of the rotary cylinder for intake air. FIG. 5 (2) is a vertical front sectional view of the central portion of the cylinder head for reusing the unburned mixture remaining in the cutout portion of the intake rotary cylinder, and FIG. FIG. 6 (1) is a diagram of the intake action of the mixture (fuel or air), and FIG. 6 (2) is a diagram of its ignition / explosion action. Fig. 6 (3) shows the explosion Fig. 6 (4) is an exhaust action diagram of the exhaust gas, and Fig. 7 is a diagram sequentially showing the positional relationship and action of the synchronous pulley and the tensioner pulley provided with the automatic control device (illustration and explanation omitted). 7 (1) shows the positional relationship and stroke action of each pulley during its normal rotation, and 7 (2) shows the positional relationship and stroke action of each pulley during its high-speed rotation.

  As shown in FIG. 1, an intake synchronous pulley 14 is provided on the intake rotary cylinder main shaft 2 of the mixed-air intake rotary cylinder 1, and an exhaust rotary cylinder main shaft 5 of the exhaust gas exhaust rotary cylinder 4 is provided on the exhaust gas exhaust rotary cylinder 4. An exhaust synchronous pulley 15 is fixed, and is rotated synchronously with a crank main shaft pulley 16 by a toothed belt 17 (or chain). The intake synchronous pulley 14 and the exhaust synchronous pulley 15 rotate at a ratio of one rotation with respect to two rotations of the crank main shaft pulley 16.

  The distance between the arc portions of the notch start portion and the notch end portion of the intake rotary cylinder cutout 3 of the intake rotary cylinder 1 is relative to the circumference of the circular surface having the cutout portion of the intake rotary cylinder 1. The interval is approximately one quarter, which is equal to the value of one stroke of a four stroke internal combustion engine. Further, the exhaust rotary cylinder cutout portion 6 of the exhaust rotary cylinder 4 has a similar interval.

  As shown in FIGS. 1 and 2, in the internal combustion engine, the air-fuel mixture intake rotary cylinder 1 having the intake rotary cylinder cutout 3 rotates while inscribed in the intake side of the cylinder head 9, and the cylinder head 9. In order to prevent gas leakage and lubricating oil leakage, an apex seal 9a with a cylinder head intake side window and a cylinder head intake side apex seal 9b are attached to the inner wall of the intake side and rotate while contacting them. The cylinder block 10a also rotates in contact with the cylinder block intake side apex seal 10b attached to the upper portion of the cylinder liner 10a. Further, similarly to the above, the exhaust gas exhaust rotary cylinder 4 having the exhaust rotary cylinder cutout 6 rotates while being inscribed in the exhaust side of the cylinder head 9, and the cylinder head exhaust apex seal 9c and the cylinder head exhaust side window. It rotates while touching the attached apex seal 9d. Moreover, it rotates while contacting the cylinder block exhaust side apex seal 10c attached to the upper part of the cylinder liner 10a.

  As shown in FIGS. 1 and 7, an intake conversion angle control pulley 18 is disposed between the intake synchronous pulley 14 and the exhaust synchronous pulley 15, and an exhaust conversion angle control pulley 19 is exhausted between the intake synchronous pulley 14 and the exhaust synchronous angle control pulley 19. It is installed on the synchronous pulley 15 side so that it can freely move up and down, and is linked to the automatic control device (not shown and details omitted) built in the cylinder head 9 so that it is fixed on the same axis as the synchronous pulley 14 for intake. The conversion angle of the provided rotary rotating cylinder 1 is changed (the operation conversion angle is advanced). The conversion angle of the exhaust rotating cylindrical body 4 is changed (the operation conversion angle is delayed) by the same operation method to perform high-speed rotation.

  As shown in FIGS. 1 and 7 (1) to (2), an automatic control device in which an intake conversion angle control pulley 18 and an exhaust conversion angle control pulley 19 are built in a cylinder head 9 (not shown and described) The toothed belt 17 is loosened when the intake conversion angle control pulley 18 is moved upward as shown in FIG. 7 (2). At the same time, the conversion angle of the intake rotary cylinder 1 changes in the rotation direction (counterclockwise in the direction of the arrow) by + α degrees (operation conversion angle) (the operation conversion angle is advanced). Similarly, when the exhaust conversion angle control pulley 19 is moved upward, the conversion angle of the exhaust rotary cylinder 4 changes in the rotational direction (clockwise in the direction of the arrow) by −α degrees (operation conversion angle). To delay). Further, in order to keep this tension constantly constant without loosening, the intake side tensioner pulley 20 is installed on the intake synchronous rotation pulley 14 side, and the exhaust side tensioner pulley 21 is installed on the exhaust synchronous rotation pulley 15 side. It operates with the built-in automatic control device (illustration and explanation are omitted).

  1, 2, and 4 show the structures of the piston 11, the upper portion of the cylinder block 10, and the cylinder head 9 according to the third embodiment of the present invention. FIG. 2 is a longitudinal front sectional view of the central portion, and FIG. 3 is a lateral top sectional view in which the upper surface is partially cut. As shown in FIGS. 2 and 4, the upper part of the cylinder liner 10 a is rectangular when viewed from above, and the opening of the air-fuel mixture inlet 7 is rectangular. Accordingly, the intake rotary cylinder cutout 3 of the mixture intake rotary cylinder 1 faces the opening of the mixture intake port 7 in parallel. Similarly, the exhaust gas exhaust port 8 is also rectangular, so that the exhaust rotary cylinder 4 faces the exhaust rotary cylinder cutout 6 in parallel. Therefore, the upper surface of the piston 11 is square.

  As shown in FIG. 1 to FIG. 3 and FIG. 5 (1), the intake rotating cylinder 1 is provided with an intake convex flange 1 b at both ends in order to rotate at high speed while inscribed in the cylinder head 9. The structure is sandwiched between the circular surfaces 1a of the rotating cylinder for use, and has an effect of preventing the leakage of the air-fuel mixture and the lubricating oil and the vibration of the left and right. Similarly, the exhaust rotary cylinder 4 is structured so as to be sandwiched between exhaust rotary cylindrical bodies 4a provided with exhaust convex flanges 4b at both ends to prevent exhaust gas leakage and lubricating oil leakage.

  As shown in FIG. 2, the arrow (counterclockwise direction) of the intake rotating cylinder main shaft 2 indicates the direction of rotation. The arrow (counterclockwise direction) of the exhaust rotary cylinder main shaft 5 also indicates the rotation direction. In order to prevent the intake rotary cylinder 1 from becoming hot, the intake rotary cylinder cooling layer 1c is hollowed to obtain a heat radiation effect. Similarly, the exhaust rotary cylinder 4 is also provided with an exhaust rotary cylinder cooling layer 4c. Furthermore, as an example, sodium is enclosed in the hollowed rotating cylindrical body cooling layer 1c and the rotating exhaust cylindrical body 4c that are made hollow to reduce the thermal load.

  The weight obtained by hollowing out the hollow portion of each of the plurality of cooling layers is the same weight as the notched portion deleted with respect to the center of gravity of the rotating cylinder, and is a uniform weight with respect to the center of gravity of the rotating cylinder. When the rotating cylinder rotates at a high speed, balance is taken so as not to generate irregular vibrations.

  As shown in FIGS. 1 to 3 and 5, the inner wall of the Linder head 9 becomes high temperature due to frictional heat because the intake rotary cylinder 1 and the exhaust rotary cylinder 4 slide and rotate at high speed while being inscribed. In order to alleviate this, a rotating surface having an intake rotating cylinder cutout 3 of the intake rotating cylinder 1 rotating while inscribed in the inner wall of the cylinder head 9 and an exhaust rotating cylinder of the exhaust rotating cylinder 4 are provided. A cross hatch (fine streak) is provided on the rotating surface having the notch 6 to hold and cool the lubricating oil.

  As shown in FIGS. 1, 3, and 5, an intake rotary cylinder circular surface 1 a provided with intake convex flanges 1 b fixed at both ends of the intake rotary cylinder 1, and an exhaust rotary cylinder 4. The exhaust rotary cylinder circular surface 4a provided with the exhaust convex flanges 4b fixed at both ends of each is cross-hatched to ensure lubrication and cooling.

  As shown in FIGS. 2, 3 and 5, the cylinder block 10 is provided with a cylinder block water jacket 10d, and the cylinder head 9 is provided with several cylinder head water jackets 9e to obtain a cooling effect.

  As shown in FIG. 2, the upper surface of the cylinder liner 10a on which the rotary cylinder for intake 1 slides is specially processed to prevent the air-fuel mixture (fuel or air) from flowing back or leaking to the outside. The cylinder block intake side apex seal 10b, the cylinder block exhaust side apex seal 10c on the upper surface of the cylinder liner 10a on which the exhaust rotary cylinder 4 slides and rotates, and the cylinder head 9 similarly have a cylinder head intake side window. With an apex seal 9a on the intake port 7 side, an apex seal 9b on the cylinder head intake side on the combustion chamber 25 side, an apex seal 9c on the exhaust side of the cylinder head on the exhaust port 8 side, and an apex seal 9d with an exhaust side window on the cylinder head Lubricating oil attached to the combustion chamber 25 side and kept airtight and excessively adhered It plays the role of scraping off.

  As shown in FIGS. 2, 5 (1) to 5 (2), an air-fuel mixture reuse compression air pressure inlet 22 and an air-fuel mixture reuse compression air pressure are provided at the upper part of the cylinder head 9 circumscribing the intake rotary cylinder 1. Compressed air having an outlet 23 and press-fitted from the mixture reuse compressed air pressure inlet 22 passes through the passage of the intake rotary cylinder cutout 3 of the intake cylinder rotator 1 and is compressed from the mixture reuse compressed air outlet 23. Then, it is returned to the intake pipe and reused again as an air-fuel mixture. This is because air-fuel mixture (fuel or air) remains as an unburned air-fuel mixture in the intake rotary cylinder notch 3 at the time of intake action, and an unexpected explosion may occur due to high temperatures. is required. At the same time, there is a cooling effect because compressed air is rapidly pressed into and out of the intake rotary cylinder cutout 3.

  Similarly to the above, the exhaust system of the exhaust rotary cylinder notch 6 of the exhaust rotary cylinder 4 becomes hot compared to the intake system, and it is conceivable that an unexpected explosion of residual gas is induced. As an example, it is desirable to remove residual gas by the same method as that for the unburned mixture. The exhaust rotary cylinder cutout 6 also has a cooling effect by press-fitting and extruding compressed air.

  As shown in FIG. 1 to FIG. 2 and FIG. 4, as an example, the piston 11 has a square shape, and the opening of the intake port 7 for the air-fuel mixture (fuel or air) is rectangular and parallel to one side of the upper surface of the piston 11. It is attached to become. Therefore, the piston pin 12 is parallel to the suction port 7. Further, the opening of the exhaust port 8 that performs the exhaust action is also rectangular and is attached in parallel to the piston pin 12 as described above.

  As an example, the length of one side of the upper surface of the square piston 11 can be reduced by a ratio of about 11% if the surface area is the same as the diameter of the upper surface of the piston. This makes it possible to reduce the size and weight of the internal combustion engine and to reduce manufacturing costs. In the case of a multi-cylinder internal combustion engine, when the volume of the cylinder block 10 using the piston 11 is considered, the cylinder block 10 can be manufactured continuously in the same axial direction of the crank main shaft, and the pitch of the cylinder liner 10a is reduced at the above ratio. Miniaturization and weight reduction are possible and effective.

  As shown in FIG. 1 to FIG. 2 and FIG. 4, by making the upper surface of the piston 11 square, the peripheral side surface of the piston 11 becomes flat and the wall surface of the cylinder liner 10 a also becomes flat. Further, two opposing side surfaces of the piston 11 attached in parallel with the piston pin 12 can have a larger area than the wall surface of the cylinder liner 10a. This is because the sliding surface is flat, sealing performance is improved, gas leakage is reduced, wall pressure is made uniform, and heat generation is reduced. However, the loss due to the frictional resistance increases. In order to reduce the friction loss, the two opposite side surfaces of the piston 11 which are perpendicular to the piston pin 12 can reduce the skirt portion because the wall pressure friction with respect to the contact area is small.

  As shown in FIGS. 1 and 4, the four corners of the wall surface of the cylinder liner 10a are rounded to reduce extreme wear and heat generation due to sliding resistance. Accordingly, the four corners of the peripheral side surface of the piston 11 are similarly rounded. In addition, countless striations for retaining and cooling the lubricating oil are provided on the wall surface of the cylinder liner 10a and the side surface of the piston 11.

  As shown in FIGS. 2 and 5 (2), the apex seal 9a with the cylinder head intake window attached to the cylinder head 9 has a wedge-shaped cross section, and the intake rotary cylinder 1 included in the intake rotary cylinder 1 An inclined portion is provided with respect to the rotation direction of the rotation surface facing the body cutout portion 3 so that smooth contact can be made. In addition, a lot of window holes are provided in the apex seal 9a with a cylinder head intake side window having a wedge-shaped cross section of lubricating oil for cooling and cooling held on the rotating surface, and extra lubricating oil is provided from the window holes. Is removed from the oil collecting hole 26 provided in the cylinder head 9 and returned to the oil collecting van. Similarly, lubricating oil for lubrication and cooling is held on the rotating surface of the rotating exhaust cylinder 4 facing the exhaust rotating cylinder cutout 6. In order to scrape off the lubricating oil and return it to the oil collecting van, the cylinder head exhaust side window apex seal 9d has a wedge-shaped cross section to provide many window holes, and an oil collecting hole 26 for releasing the scraped lubricating oil is provided. Install in cylinder head 9 and return to oil collection van.

  As shown in FIGS. 2 and 5 (2), the cylinder head intake side apex seal 9b, the cylinder head exhaust side apex seal seal 9d, the cylinder block intake side apex seal 10b, and the cylinder block exhaust side apex directly related to the combustion chamber 25 are provided. A plate spring 27 is attached to the seal 10c so as to be in constant pressure contact with the rotation surface of the intake rotary cylinder 1 having the intake rotary cylinder cutout 3 so that a backflow of the air-fuel mixture (fuel or air) or the exhaust gas flows. It is preventing. At the same time, it prevents shock waves and pressure from being affected by the explosion and expansion of the fuel.

  As an example, a transmission device for synchronously rotating the intake synchronous pulley 14 and the crankshaft pulley 16 fixed to the intake rotary cylinder 1 is driven by a toothed belt 17 (or a chain) for reliable synchronization. obtain. At this time, the intake conversion angle control pulley 18 is always provided with the toothed belt 17 (or chain) so that the toothed belt 17 (or chain) is always tensioned close to ideal so as to prevent troubles and prevent stress. ) Is installed on the opposite side so as to pinch, and the exhaust conversion angle control pulley 19 is also provided with an auxiliary pulley on the opposite side so as to sandwich the toothed belt 17 (or chain) as described above. It is integrated with the conversion angle control pulley 18 and the exhaust conversion angle control pulley 19 to prevent the pulley from falling off, rolling, and loosening.

  Similarly to the above, by installing an auxiliary pulley so that the toothed belt 17 (or chain) is sandwiched between the intake side tensioner pulley 20 and the exhaust side tensioner pulley 21 as well, it is possible to reliably prevent the pulley from falling off, rolling, and loosening. .

Further, when the toothed belt 17 is used, the intake synchronous pulley 14 and the exhaust synchronous pulley 15, the crank main shaft pulley 16, the intake conversion angle control pulley 18, the exhaust conversion angle synchronous pulley 19, the intake side tensioner pulley 20, and the exhaust The side tensioner pulley 21 is fitted with a collar to prevent the toothed belt 17 from falling off the roll and rolling.
FIG. 3 is a process chart of the exhaust action of the gas gas, and the exhaust rotary cylinder of the intake rotary cylinder 1 and the exhaust rotary cylinder 4 of the intake rotary cylinder 1 and the exhaust rotary cylinder 4 at the intake start timing of the air-fuel mixture (fuel or air). FIG. 6 (1) shows the operation process of the cutout portion 6 along with the positional relationship between the intake port 7 and the exhaust port 8 and the piston 11, and FIG. 6 (1) shows that the piston 11 is pushed down and the intake rotary cylinder cutout portion 3 opens. Initially, the intake port 7 and the open intake are started, and at the same time, the exhaust rotary cylindrical cutout 6 is cut off from the exhaust port 8 to indicate the exhaust end timing. FIG. 6 (2) shows the state of ignition explosion by the ignition plug 24 when the piston 11 is at the top dead center and the compression stroke of the air-fuel mixture (fuel or air) is finished, and the intake rotary cylinder cutout 3 and The exhaust rotary cylinder cutout 6 is completely closed to the intake port 7 and the exhaust port 8. In FIG. 6 (3), the explosion and expansion are finished, the piston 11 is also at the bottom dead center, and the intake rotary cylinder notch 3 is still closed by the intake port 7. However, the exhaust rotary cylinder notch 6 is It indicates that it is immediately before opening to the exhaust port 8. FIG. 6 (4) shows the exhaust stroke after the end of expansion when the piston 11 is being pushed up. The intake rotary cylinder cutout 3 is not opened with the intake port 7 until the piston 11 reaches the top dead center, and intake is not started. The exhaust rotary cylinder notch 6 is already open with respect to the exhaust port 8 and the exhaust is started.

  FIG. 7 shows a toothed belt 17 (or chain), crank main shaft pulley 16, intake synchronous pulley 14 and exhaust synchronous pulley 15, intake conversion angle control pulley 18 and exhaust exhaust according to a fourth embodiment of the present invention. The intake synchronous pulley 14 and the exhaust synchronization are determined by the positional relationship of the conversion angle control pulley 19, the intake side tensioner pulley 20 and the exhaust side tensioner pulley 21, and the vertical movement of the intake conversion angle control pulley 18 and the exhaust conversion angle control pulley 19. FIG. 7 (1) shows a normal rotational speed state, and shows that the piston 11 is at the top dead center, showing how the conversion angle of the pulley 15 changes (operation conversion angle). The intake rotary cylinder notch 3 is immediately before opening the intake port 7, and the exhaust rotary cylinder notch 6 indicates the closing end of the exhaust port 8. The intake synchronous pulley 14 and the exhaust synchronous pulley 15 are in a state where the toothed belt 17 is pushed down, and the toothed belt 17 on the side in contact with the intake side tensioner pulley 20 and the exhaust side tensioner pulley 21 is not loosened. FIG. 7 (2) shows a state during high-speed rotation. The piston 11 is at the top dead center, and the intake conversion angle control pulley 18 and the exhaust conversion angle control pulley 19 simultaneously move upward and come into contact therewith. The toothed belt 17 that has been loosened is loosened. Therefore, the intake synchronous pulley 14 has a control angle advanced by + α degrees (operation conversion angle) corresponding to the loosened toothed belt 17, and the intake rotary cylinder 1 of the intake rotary cylinder 1 on the same axis as the intake synchronous pulley 14. The body notch 3 starts to suck the air-fuel mixture earlier than the normal rotation position. Further, the exhaust synchronous pulley 15 is delayed in control angle by -α degrees (operation conversion angle) corresponding to the looseness of the toothed belt 17. At the same time, the control angle is in the opposite direction (clockwise) to the rotation direction of the exhaust synchronous pulley 15, and the exhaust rotary cylinder cutout 6 of the exhaust rotary cylinder 4 that is coaxial with the exhaust synchronous pulley 15. Is closed later than the normal rotation position, and the exhaust rotary cylinder 4 of the intake rotary cylinder 1 with the advanced control angle and the exhaust rotary of the exhaust rotary cylinder 4 with the delayed control angle. The cylindrical cutout 6 is opened at the same time for ± α degrees (operational conversion angle), so that a so-called overlap (intake and exhaust overlap) phenomenon occurs and high speed rotation is obtained. At this time, the intake side tensioner pulley 20 and the exhaust side tensioner pulley 21 are moved to the central part on the vertical line of the crank main shaft by an automatic control device (not shown and explanation is omitted) built in the cylinder head 9 to loosen the toothed belt 17. lose.

  The intake conversion angle control pulley 18 and the exhaust conversion angle control pulley 19 shown in FIG. 7 can be moved independently. In this case, when only the intake conversion angle control pulley 18 is moved upward, Only the intake synchronous pulley 14 has its control angle advanced by + α degrees (operational conversion angle) due to the loosening of the toothed belt 17, and the intake rotary cylinder notch of the intake rotary cylinder 1 coaxial with the intake synchronous pulley 14 is cut out. The unit 3 starts to suck the air-fuel mixture earlier than the normal rotation position. In this case, the exhaust rotary cylinder cutout 6 of the exhaust rotary cylinder 4 is in a normal rotation state. When only the exhaust conversion angle control pulley 19 is moved upward, the exhaust synchronous pulley 15 is delayed in control angle by -α degrees (operation conversion angle) due to the looseness of the toothed belt 17, and the exhaust rotary cylinder Thus, the exhaust rotary cylinder cutout 6 is closed later than the normal rotation. In this case, the intake rotary cylinder cutout 3 of the intake rotary cylinder 1 is in a normal rotation state. In either case, the rotational speed is changed by an operation of ± α degrees (operation conversion angle).

  As shown in FIGS. 3 and 5 (1), the intake rotary cylinder main shaft 2 fixed to the intake rotary cylinder 1 and the exhaust rotary cylinder main shaft 5 fixed to the exhaust rotary cylinder 4 include In addition, an intake rotary cylinder bearing 1d and an exhaust rotary cylinder bearing 4d that can withstand shock waves and pressures caused by explosion, expansion, etc. of the air-fuel mixture (fuel or air) and rotate smoothly at high speed are required. This is equivalent to the pressure received by the piston 11, and the respective spindles are worn by long-term use due to shock waves, pressures, etc., and the cylinder liner 10 a and the intake rotary cylinder cutout 3 of the intake rotary cylinder 1 and the exhaust gas are exhausted. It is desirable to install a strong rolling bearing so that no gap is generated on the contact surface of the rotary cylinder 4 for exhaust having the exhaust rotary cylinder cutout 6. The bearing is circulated with lubricating oil for lubrication and cooling.

  As an example, the intake conversion angle control pulley 18 and the exhaust conversion angle control pulley 19 are installed between the intake synchronization pulley 14 and the exhaust synchronization pulley 15, but the intake conversion angle control pulley 18 is used for intake. An exhaust conversion angle control pulley 19 is attached between the synchronous pulley 14 and the crank main shaft pulley 16, and between the exhaust synchronous pulley 15 and the crank main shaft pulley 16. As a result, when the intake conversion angle control pulley 18 and the exhaust conversion angle control pulley 19 are moved simultaneously or individually in the vertical center direction of the crank main shaft, the toothed belt 17 is pulled and the intake synchronous pulley 14 becomes + α. The control angle advances by a degree (operation conversion angle). Further, the control angle of the exhaust synchronous pulley 15 is delayed by -α degrees (operation conversion angle). By such an operation, the conversion angles of the intake rotary cylinder notch 3 of the intake rotary cylinder 1 and the exhaust rotary cylinder notch 6 of the exhaust rotary cylinder 4 are controlled. In this case, the intake side tensioner pulley 20 and the exhaust side tensioner pulley 21 are installed between the intake synchronous pulley 14 and the exhaust synchronous pulley 15, and the automatic control device in which the tension of the toothed belt 17 is built in the cylinder head 9. (The illustration and explanation are omitted.)

  As mentioned above, although embodiment and the Example of this invention were described, the scope of the present invention is not limited to this. For example, the number of the notch portions of the intake rotary cylinder notch portion 3 of the intake rotary cylinder 1 and the exhaust rotary cylinder notch portion 6 of the exhaust rotary cylinder 4 can be increased by increasing the number of notches in two places. Reducing the number of revolutions of the cylinder from one-half to one-fourth, reversing the direction of rotation, using gears in the transmission system for synchronous rotation, the intake conversion angle control pulley 18 and the exhaust conversion The angle control pulley 19 is controlled to be reduced to either one, the shape of the upper part of the cylinder liner 10a is made rectangular or elliptical, and the upper surface of the piston 11 is made rectangular or elliptical accordingly. Is appropriately selected depending on the situation.

  INDUSTRIAL APPLICABILITY The present invention can be widely used for automobiles, motorcycles, vehicles in general, ships, construction machinery and equipment, agricultural machinery and equipment, power generation, etc., which are useful as a power source for internal combustion engines, and are used in the industrial field in which these are manufactured and sold. be able to.

1 is an internal perspective schematic diagram of an internal combustion engine according to a first embodiment of the present invention. FIG. 2 is a longitudinal front sectional view of a central portion of a cylinder head of the internal combustion engine of FIG. 1. FIG. 3 is a cross-sectional side view of the center portion of the cylinder head of the internal combustion engine of FIG. 2. FIG. 3 is a cross-sectional side view of the internal combustion engine of FIG. FIG. 3 is a longitudinal side sectional view and a longitudinal front sectional view of a central portion of an intake rotary cylinder of the internal combustion engine of FIG. 2. FIG. 5 (1) is a longitudinal sectional view of the central portion of the intake rotating cylinder showing the reuse of the unburned mixture. FIG. 5 (2) is a longitudinal front sectional view of the central portion of the intake rotary cylinder showing the reuse of the unburned mixture. FIG. 2 is an explanatory diagram sequentially showing from an intake stroke to an exhaust stroke in the four-stroke engine of the internal combustion engine of FIG. 1. FIG. 6A is an intake stroke diagram of the air-fuel mixture (fuel or air). FIG. 6B is an ignition / explosion stroke diagram after completion of compression of the air-fuel mixture (fuel or air). FIG. 6 (3) is an explosion and expansion stroke diagram. FIG. 6 (4) is an exhaust stroke diagram of the exhaust gas. It is explanatory drawing which showed the change (operation conversion angle) of the control angle of the rotary cylinder 1 for intake and the rotary cylinder 4 for exhaust of the internal combustion engine concerning the 4th Embodiment of this invention. FIG. 7 (1) is an explanatory view showing each position and operation stroke during the normal rotation. FIG. 7 (2) is an explanatory diagram showing the respective positions and action strokes during the high speed rotation.

Explanation of symbols

1 Intake rotary cylinder 1a Intake rotary cylinder circular surface 1b Intake circular surface convex flange
1c Intake rotary cylinder cooling layer 1d Intake rotary cylinder bearing 2 Intake rotary cylinder main shaft 3 Intake rotary cylinder notch 4 Exhaust rotary cylinder 4a Exhaust rotary cylinder circular surface 4b Exhaust circular surface convex Die Flange 4c Exhaust Rotating Cylinder Cooling Layer 4d Exhaust Rotating Cylindrical Bearing 5 Exhaust Rotating Cylindrical Main Shaft 6 Exhaust Rotating Cylindrical Notch 9 Cylinder Head 9a Cylinder Head Intake Side Window Apex Seal (Apex = Vertex, Top) 9b Cylinder head intake side apex seal 9c Cylinder head exhaust side apex seal 9d Cylinder head exhaust side apex seal 9e Cylinder head water jacket 10 Cylinder block 10a Cylinder liner 10b Cylinder block intake side apex seal 10c Cylinder block exhaust Apex seal 10d Cylinder block water jacket 11 Piston 12 Piston pin 13 Connecting rod 14 Intake synchronous pulley 15 Exhaust synchronization pulley 16 Crank spindle pulley 17 Toothed belt 18 Intake conversion angle control pulley 19 Exhaust conversion angle control pulley 20 Intake side tensioner Pulley (tensioner = locking)
21 Exhaust side tensioner pulley 22 Mixture reuse compression air pressure inlet 23 Mixture reuse compression air pressure outlet 24 Spark plug 25 Combustion chamber 26 Oil collecting hole 27 Plate spring + α Angle of control angle advanced within the operation conversion angle -α The angle by which the control angle is delayed within the operating conversion angle

Claims (4)

  In order to perform the intake action of the air-fuel mixture (fuel or air) and the exhaust action of the exhaust gas, the rotating intake cylinder and the exhaust cylinder having a notch are rotated synchronously with the transmission device as a connecting medium on the crankshaft. The rotary cylinders having notches are installed in such a manner that the intake port and the exhaust port on the upper surface of the cylinder are separated from each other with the combustion chamber at the center, and at the same time, the rotary cylinders are in direct contact with and rotated at the openings of the intake port and the exhaust port. The internal combustion engine is installed in such a manner that a movable conversion angle control pulley that can be moved to a certain part of the transmission device is installed, and the conversion angles of the intake rotary cylinder and the exhaust rotary cylinder are controlled to achieve high speed. An internal combustion engine characterized by obtaining rotation.   The notch of the rotating cylinder that performs the intake of the air-fuel mixture (fuel or air) and the exhaust of exhaust gas has fan-shaped edges of the inclined notches with respect to the circular surfaces on both sides of the rotating cylinder. 2. The internal combustion engine according to claim 1, wherein the three-dimensional shape of the part is generally a semi-cylindrical shape, and the rotary cylinder is a structure obtained by cutting the semi-cylindrical shape.   The upper surface of the cylinder is rectangular, and therefore the upper surface of the piston is also rectangular. In addition, a pair of opposite sides of the upper surface of the cylinder, which are adjacent to each other, have an intake port and an exhaust port adjacent to each other, and are attached so as to be parallel to the piston pin. 2. The internal combustion engine according to claim 1, wherein the internal combustion engine is installed correspondingly and performs an intake action of an air-fuel mixture (fuel or air) and an exhaust action of exhaust gas.   A synchronous pulley for intake is fixed on the same axis of the rotary cylinder for intake, and a synchronous pulley for exhaust is fixed on the same axis of the rotary cylinder for exhaust. I do. In addition, an intake operation conversion angle control pulley is installed on the intake synchronous pulley side, and an exhaust operation conversion angle control pulley is installed on the exhaust synchronous pulley side. Each operation conversion angle control pulley is built in simultaneously or individually. The control device (not shown and explanation is omitted) is operated (moved up and down, left and right), and the tension of the belt (or chain, other transmission device) is operated to control the operation conversion angle and to rotate at high speed. The internal combustion engine according to claim 1, wherein the internal combustion engine is obtained.

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