JP2009191801A - Internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine capable of efficiently taking out the heat energy by combustion as the mechanical energy of rotary motion by eliminating reciprocating motion of a piston. <P>SOLUTION: A turning cylinder 2 is rotated around the shaft center O1, and a piston 3 is rotated around the shaft center O2. Since the shaft center O1 and the shaft center O2 are separated from each other at a distance L1 and arranged in parallel with each other, a locus of a cylinder linear 23 and a locus of the piston 3 come close to each other and separate from each other in places. With this structure, when the turning cylinder 2 is rotated, a volume change is generated in a space formed by the piston 3 and the cylinder linear 23, and an internal combustion engine is formed by using this volume change. Namely, since the piston 3 is rotated to generate rotary force (driving force), the heat energy by combustion in the turning engine 100 can be efficiently taken out as the mechanical energy of rotary motion, omitting reciprocating motion of the piston 3. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an internal combustion engine, and more particularly to an internal combustion engine that can efficiently convert thermal energy from combustion into mechanical energy of rotational motion.

  A reciprocating engine is an internal combustion engine called a reciprocating engine, a piston engine, or a piston engine, and a piston inserted in a cylinder so as to be reciprocally movable is connected to a crankshaft via a connecting rod, While combusting fuel in a cylinder, it is comprised so that motive power may be obtained by using the combustion product generated by this combustion as a working fluid.

That is, the reciprocating engine first converts the thermal energy from the combustion of fuel into the reciprocating motion of the piston as the pressure of the working fluid, and then transmits the reciprocating motion of the piston to the crankshaft via the connecting rod. Then, it is converted into the rotational motion of the crankshaft, and the rotational motion of the crankshaft is taken out as mechanical energy (power) (Patent Document 1).
JP 2007-071025 (paragraph [0033], FIG. 1, etc.)

  However, in the above-described conventional reciprocating engine, it is necessary to receive the thermal energy from combustion by the reciprocating motion of the piston, and to convert the reciprocating motion into a rotational motion using a crank mechanism. There is a problem that the conversion efficiency when converting thermal energy into mechanical energy of rotational motion is poor.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an engine that can efficiently convert thermal energy generated by combustion into mechanical energy of rotational motion.

  In order to achieve this object, an internal combustion engine according to claim 1 includes an engine block, a connecting rod whose one end is pivotally supported by the engine block by a first shaft, and a shaft by a second shaft at the other end of the connecting rod. A piston that is supported, a turning cylinder that is inserted into the engine block so as to be reciprocally movable, and a turning cylinder that is supported by a third shaft on the engine block; a cylinder portion of the turning cylinder; and the piston. An intake means for introducing an air-fuel mixture into the combustion chamber, an ignition means for igniting the air-fuel mixture introduced into the combustion chamber by the intake means, and an air-fuel mixture ignited and burned by the ignition means from the combustion chamber to the outside And an exhaust means for exhausting to a position where the axis of the first axis and the axis of the third axis are parallel to each other at a predetermined interval Disposed in the combustion chamber, burns the air-fuel mixture, rotates the connecting rod around the axis of the first shaft relative to the engine block while reciprocating the piston in the cylinder portion of the turning cylinder, The turning cylinder is rotated around the axis of the third axis with respect to the engine block, whereby rotation of the turning cylinder with respect to the engine block is obtained as an axial output.

  The internal combustion engine according to claim 2 is the internal combustion engine according to claim 1, wherein the axis of the second axis is located on a virtual plane including the axis of the first axis and the axis of the third axis. In addition, the axis of the cylinder portion of the turning cylinder is configured to have a predetermined angle with respect to the virtual plane.

  According to the internal combustion engine of claim 1, when the air-fuel mixture is introduced into the combustion chamber by the intake means, the air-fuel mixture is ignited by the ignition means, and the air-fuel mixture is combusted in the combustion chamber. The combusted air-fuel mixture is exhausted from the combustion chamber to the outside by the exhaust means.

  In this case, according to the present invention, the turning cylinder has a cylinder portion that forms a combustion chamber together with the piston, and the turning cylinder is supported by the engine block by the third shaft. By burning the combustion cylinder, the turning cylinder can be rotated with respect to the engine block using the combustion product generated by the combustion as the working fluid, and as a result, the rotation of the turning cylinder with respect to the engine block can be obtained as the shaft output. There is an effect that can be.

  That is, in the conventional internal combustion engine, in order to obtain power (shaft output), it is necessary to convert the reciprocating motion of the piston that has received the thermal energy due to combustion into a rotational motion using a crank mechanism, and there is a loss. Since there is a problem that the conversion efficiency when converting thermal energy into mechanical energy of rotational motion is poor due to its large size, according to the present invention, the turning cylinder can be directly rotated by combustion, and the piston reciprocates. Since there is no need to convert the motion into rotational motion by the crank mechanism, the effect of reducing the loss and improving the conversion efficiency when converting the thermal energy into the mechanical energy of the rotational motion can be achieved. is there.

  Furthermore, according to the present invention, one end side of the connecting rod is supported by the engine block by the first shaft independently of the turning cylinder, and the other end side of the connecting rod is connected to the piston inserted into the cylinder portion of the turning cylinder. As described above, when the turning cylinder is rotated around the third axis with respect to the engine block, the connecting rod is moved with respect to the engine block along with the rotation. It can be rotated around one axis.

  In this case, according to the present invention, the axis of the first shaft (the shaft that supports the connecting rod on the engine block) and the axis of the third shaft (the shaft that supports the turning cylinder on the engine block) are parallel to each other. In addition, as described above, the connecting rod is rotated around the first axis along with the rotation of the turning cylinder around the third axis. In addition, the piston supported by the second shaft can be reciprocated in the cylinder portion to change the volume of the combustion chamber.

  As a result, it is possible to efficiently use the volume change to introduce the air-fuel mixture into the combustion chamber by the intake means and exhaust the air-fuel mixture from the combustion chamber to the outside by the exhaust means. Furthermore, by using such volume change, ignition by the ignition means in a state where the air-fuel mixture in the combustion chamber is compressed, the expansion ratio at the time of combustion can be increased, and the thermal efficiency can be improved. As a result, there is an effect that fuel consumption and output can be improved.

  According to the internal combustion engine of the second aspect, in addition to the effect produced by the internal combustion engine of the first aspect, the axis of the second shaft (the shaft that supports the piston on the connecting rod) is the first shaft (the connecting rod serves as the engine block). When the axis is located on a virtual plane including the axis of the third axis (axis that supports the connecting rod to the engine block), that is, when the piston is raised to the top dead center or below Since the axial center of the cylinder portion of the turning cylinder has a predetermined angle with respect to the imaginary plane when pushed down to the dead center, the movement distance of the piston that reciprocates in the cylinder portion is set to the axis of the first axis. There is an effect that it can be made larger than the distance between the center and the axis of the third axis. As a result, there is an effect that it is possible to increase the displacement and increase the output while reducing the size and weight of the internal combustion engine as a whole.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. FIG. 1 is a diagram showing a turning engine 100 according to an embodiment of the present invention, FIG. 1 (a) is a sectional view of the turning engine 100, and FIG. 1 (b) is a diagram of FIG. 1 (a). It is sectional drawing of the turning engine 100 in the Ib-Ib line. 1A is a cross-sectional view taken along line Ia-Ia in FIG.

  In FIG. 1A, for easy understanding, the rotation direction of the turning cylinder 2 relative to the engine block 1 is indicated by an arrow R, and the cylinder liner 23 and the piston 3 of the turning cylinder 2 are located on the upper side of the turning engine 100. The state located at (upper side in FIG. 1) is indicated by a solid line. A two-dot chain line indicates a state rotated by 90 degrees, 180 degrees, and 270 degrees around the axis O1 with the state positioned on the upper side as a reference.

  Further, in FIG. 1B, for easy understanding, the vertical dimension is shown as slightly different from the dimension on the Ib-Ib line, and the arc portion on the Ib-Ib line is not shown. Yes.

  2 is a view showing the main block 10 of the engine block 1, FIG. 2 (a) is a front view of the main block 10, and FIG. 2 (b) is IIb-IIb of FIG. 2 (a). It is sectional drawing of the main block 10 in a line. 2B shows a state where the main block 10 and the sub-block 11 are separated. 3 is a view showing the turning cylinder 2, FIG. 3 (a) is a front view of the turning cylinder 2, and FIG. 3 (b) is a side view of the turning cylinder 2. FIG.

  As shown in FIG. 1, a turning engine 100 is a two-cycle internal combustion engine (an internal combustion engine that generates one combustion per one change in the combustion chamber volume) used in a motorcycle. A cylinder 2, a piston 3, and a connecting rod 4 are mainly provided.

  The engine block 1 is a member that is fixed to a vehicle body frame (not shown) and constitutes a base of the turning engine 100, and includes a main block 10, a sub block 11, a first cylinder shaft 12, and a second cylinder shaft. 13, a connecting rod shaft 14, an intake port 15, and an exhaust port 16.

  As shown in FIG. 2B, the main block 10 includes a cylindrical portion 10a having an axial center O1 and a substantially cylindrical shape, and an inner side from one end side (right side of FIG. 2B) of the cylindrical portion 10a. And an annular portion 10b that has an axial center O1 and is configured as a substantially annular flat plate. The annular portion 10b and the cylindrical portion 10a are provided. It is composed integrally with.

  In addition, two plugs P are screwed side by side along the circumferential direction of the cylindrical portion 10a on the outer peripheral surface side of the upper portion of the cylindrical portion 10a (upper portion of FIG. 1A), and face the outer peripheral surface. On the inner peripheral surface side, a dome-shaped head surface 10c is recessed and a combustion chamber A is formed. Therefore, even in the second embodiment in which the combustion chamber A itself rotates with respect to the plug P, the air-fuel mixture can be reliably ignited.

  Further, the plug P uses a spark plug for an internal combustion engine using iridium or an iridium alloy as a central electrode, and the diameter of the central electrode is set to 0.3 to 0.5 mm. Therefore, the temperature of the center electrode can be prevented from decreasing, and the ignitability of the compressed air-fuel mixture can be improved. The plug P is supplied with electric power (induced electromotive force) from an ignition device (not shown) to generate a spark.

  The combustion chamber A is a space surrounded by the piston 3 and the head surface 10c or the inner peripheral surface of the cylindrical portion 10a. The head surface 10c is an axis of a first cylinder shaft 12 and a second cylinder shaft 13 to be described later. It is on a linear extension line connecting the center O1 and the axis O2 of the connecting rod shaft 14, and is disposed on the axis O2 side (upper side in FIG. 1A).

  As shown in FIG. 1, the sub-block 11 is fastened to the main block 10 via a bolt B and is integrated with the main block 10, and is configured as a substantially annular flat plate having an axis O1. ing. Thus, by making the sub block 11 detachable, the main block 10 can be opened and the turning cylinder 2 can be accommodated in the engine block 1.

  As shown in FIG. 1, the first cylinder shaft 12 is a member that supports a turning cylinder 2 to be described later via a bearing RB, has a center O1, is configured in a substantially cylindrical shape, and has an annular portion 10b. It is press-fitted into. Further, the first cylinder shaft 12 is formed with a first press-fitting hole 12a having an axis O2 and configured as a bottomed hole. Note that the axial center O1 and the axial center O2 are arranged in parallel at positions separated by a distance L1.

  As shown in FIG. 1, the second cylinder shaft 13 is a member that pivotally supports a turning cylinder 2 to be described later via a bearing RB, and has an axial center O1 and is formed in a substantially cylindrical shape. Further, the second cylinder shaft 13 is formed with a second press-fitting hole 13a having an axis O2 and configured as a bottomed hole.

  Further, the diameter D12 of the second cylinder shaft 13 is set to a dimension value sufficiently smaller than an inner diameter D22 of the output shaft 21, which will be described later, and the second cylinder shaft 13 can be inserted into the output shaft 21 (D12). <D22).

  As shown in FIG. 1, the connecting rod shaft 14 has an axial center O2 and is formed in a cylindrical shape. The connecting rod shaft 14 is press-fitted into the first press-fitting hole 12 a of the first cylinder shaft 12, and the large end of the connecting rod 4 is slidably inserted into the press-fitted connecting rod shaft 14. Thereafter, the second press-fitting hole 13a of the second cylinder shaft 13 is press-fitted into the connecting rod shaft 14 and assembled.

  The connecting rod shaft 14 and the second cylinder shaft 13 are assembled in the manner of assembling a crankshaft assembly crank used in a conventional internal combustion engine (setting of press-fit allowance, press-fitting conditions, etc.).

  As shown in FIG. 1, FIG. 2 (a) and FIG. 2 (b), the intake port 15 is a through hole for taking in an air-fuel mixture (a gas obtained by mixing gasoline with air), and is formed in the annular portion 10b. It penetrates and is opened to the outside and the inside of the annular portion 10b, and communicates the outside and the space S1 in a state of facing a cylinder intake port 20d described later. Therefore, when the internal pressure of the space S1 is lower than the external pressure, the air-fuel mixture supplied from the outside can flow into the space S1.

  In the present embodiment, fuel is sprayed into the air from a carburetor or an electronically controlled fuel injection device (not shown) to form an air-fuel mixture.

  Further, as shown in FIGS. 1, 2A and 2B, the exhaust port 16 is a through hole for discharging combustion gas (a mixture burned), and an annular portion 10a. And is open to the outside and the inside of the cylindrical portion 10a, and communicates with the combustion chamber A to the outside in a state of facing a cylinder liner 23 described later. Therefore, when the air-fuel mixture is combusted and expanded while changing to combustion gas, the combustion gas can be discharged from the combustion chamber A to the outside.

  As shown in FIG. 3, the turning cylinder 2 is for extracting rotational force, and is externally fitted to the first cylinder shaft 12 and the second cylinder shaft 13 via bearings RB. Therefore, the engine block 1 can be rotated around the axis O1 as the center of rotation. In addition, the turning cylinder 2 includes a hollow portion 20, an output shaft 21, a plug 22, and a cylinder liner 23.

  As shown in FIGS. 3A and 3B, the hollow portion 20 includes a cylindrical portion 20a having an axial center O1 and a substantially cylindrical shape, and an axial center O1 and one end of the cylindrical portion 20a. An annular portion 20b configured as a substantially annular flat plate by projecting inward (FIG. 3 (a) inward in the left-right direction) from the side (the lower side in FIG. 3 (a)), and the annular portion 20b And a disk portion 20c that is disposed on the other end side (upper side of FIG. 3A) of the cylindrical portion 20a and is configured as a substantially circular flat plate. It is comprised integrally from the part 20b and the disk part 20c.

  Further, a cylinder intake port 20d is formed through the disk portion 20c from the outside (the upper side in FIG. 3A) to the inner side (the lower side in FIG. 3A) of the hollow portion 20. The cylinder intake port 20d is for taking the air-fuel mixture into the space S1 that is the internal space of the hollow portion 20, and as described above, when facing the intake port 15, the space S1 has a lower pressure than the outside. In some cases, an air-fuel mixture can be taken in.

  The output shaft 21 is a member that is pivotally supported by the sub-block 11 via the bearing RB, has an axial center O1, is configured in a substantially columnar shape, and is located outward from the inner edge side of the annular portion 20b in the axial center O1 direction ( It is erected toward the lower side of FIG. As described above, the inner diameter D22 (see FIG. 1 (b)) of the output shaft 21 is set to a size value larger than the diameter D12 of the second cylinder shaft 13, so that the second cylinder shaft 13 is assembled during assembly. Can be inserted through the output shaft 21 and assembled to the connecting rod shaft 14.

  The plug 22 is a member for closing the opening of the output shaft 21, is configured in a substantially cylindrical shape, and is screwed to the output shaft 21. Therefore, since the opening of the output shaft 21 can be closed with the plug 22 after the second cylinder shaft 13 is assembled, the airtightness of the space S1 can be maintained. As a result, the internal pressure of the space S <b> 1 changes due to the volume change of the space S <b> 1 that occurs when the piston 3 changes with respect to the turning cylinder 2.

  The change in the internal pressure of the space S1 is such that the cylinder liner 23, the cylinder intake port 20d, and the intake port 15 have a lower pressure than the external pressure when the cylinder intake port 20d and the intake port 15 face each other. A position (a position in the circumferential direction around the axis O1) is set.

  As shown in FIGS. 3A and 3B, the cylinder liner 23 is a part that accommodates the piston 3, and has an axial center O3 and is formed in a substantially cylindrical shape, with an opening on one end side of both openings. It is formed on the outer peripheral surface of the cylindrical portion 20a. The axial center O3 is a straight line on a virtual plane orthogonal to the axial center O1, and the axial center of the piston pin 3b is located on the virtual straight line connecting the axial center O1 and the axial center O2 (conventional internal combustion engine). In the (reciprocating engine) compression top dead center state, the extension line of the axis O3 has a predetermined angle (15 degrees) with respect to the virtual straight line connecting the axis O1 and the axis O2.

  That is, the axial center O3 of the cylinder liner 23 is disposed with a predetermined angle with respect to the radial direction of the hollow portion 20.

  A scavenging port (not shown) is formed through the side surface of the cylinder liner 23. This scavenging port is for sending the air-fuel mixture from the space S1 of the hollow portion 20 to the inside of the cylinder liner 23, and is opened and closed on the side surface of the piston 3 as the piston 3 moves up and down in the cylinder liner 23. .

  The scavenging port (not shown) is disposed at a position where the turning cylinder 2 continues to rotate after the cylinder liner 23 faces the exhaust port 16 and the pressure in the combustion chamber A decreases. It is set so that the closing of the scavenging port (not shown) by the side surface of the piston 3 is finished at the position. Accordingly, the air-fuel mixture flows from the scavenging port (not shown) in a state where the internal pressure of the combustion chamber A is lower than the pressure in the space S.

  The piston 3 is configured in a cylindrical shape with one end side sealed, as illustrated in FIG. 1, configured in a substantially rectangular shape in a side view, and is slidably fitted in a cylinder liner 23. The piston 3 has a pin hole 3a that is perpendicular to the axis O3 while being fitted in the cylinder liner 23, and is formed to penetrate in a direction parallel to the axis O1 and the axis O2. A piston pin 3b reciprocally supported at the small end of the connecting rod 4 is fitted in the hole 3a. The piston pin 3b is configured in a substantially cylindrical shape having an axis parallel to the axis O1.

  The connecting rod 4 is a member for connecting the piston 3 to the connecting rod shaft 14 and is configured to have an arcuate shape when viewed from the front, and the small end side (upper side in FIG. 1) is a shaft that can vibrate to the piston 3 via the piston pin 3b. The large end side (lower side in FIG. 1) is pivotally supported via a connecting rod shaft 14 so as to be rotatable. The length of the connecting rod 4 (the dimension value in the vertical direction in FIG. 1 (b)) is such that the top of the piston 3 is the outer peripheral surface of the cylindrical portion 20a regardless of the position in the circumferential direction around the axis O1 of the piston 3. It is set to a length that does not protrude from.

  As shown in FIG. 1, the turning engine 100 configured as described above is externally fitted so that the turning cylinder 2 can rotate on the first cylinder shaft 12 and the second cylinder shaft 13 of the engine block 1 via bearings RB. Then, the piston 3 is pivotally supported by the connecting rod 4 via the connecting rod shaft 14. Further, the axis O1 that is the center of rotation of the turning cylinder 2 and the axis O2 that is the center of rotation of the piston 3 are arranged in parallel at a position separated by a distance L1. Therefore, when the hollow portion 20 is rotated in the arrow R direction, the piston pin 3b of the piston 3 fitted in the cylinder liner 23 rotates in the arrow R direction on the virtual circle C centering on the axis O2.

  As shown in FIG. 1, the virtual circle C is a trajectory in which the radial distance centered on the axis O2 changes periodically with respect to the outer peripheral surface of the cylindrical portion 20a. Therefore, when the piston pin 3b of the piston 3 rotates on the virtual circle C, the volume of the combustion chamber A, which is a space surrounded by the cylinder liner 23, the piston 3, and the head surface 10c or the inner peripheral surface of the cylindrical portion 10a, is increased. Change periodically.

  Further, the volume of the space S1 periodically changes as the piston 3 moves. This volume change causes a pressure difference between the outside and the space S1. The air-fuel mixture is sent into the combustion chamber A using this pressure difference. Details of the flow of the air-fuel mixture due to this pressure difference will be described later with reference to FIG.

  The head surface 10c is on a straight extension line connecting the axis O1 of the first cylinder shaft 12 and the second cylinder shaft 13 described later and the axis O2 of the connecting rod shaft 14, and is on the axis O2 side (see FIG. 1 (a) upper side), the combustion chamber A is formed when the piston 3 is closest to the inner peripheral surface of the cylindrical portion 10a.

  That is, the state in which the piston pin 3b is located on the straight line connecting the axis O1 and the axis O2 on the virtual plane orthogonal to the axis O1 is the compression top dead center of the conventional internal combustion engine (reciprocating engine). Correspond.

  For example, at the compression top dead center in a conventional internal combustion engine (reciprocating engine), the combustion pressure acts on the center of the rotation shaft of the crankshaft, so that the combustion pressure is generated in the combustion chamber when the rotation of the crankshaft is stopped. But the crankshaft never rotated.

  Here, in the present embodiment, since the axis O3 of the cylinder liner 23 has a predetermined angle with respect to the axis O1, the combustion pressure in the combustion chamber A in the above-described compression top dead center state. Even when the combustion occurs, the combustion pressure acts on the inner surface on the right side of the cylinder liner 23 and the turning cylinder 2 rotates in the direction of arrow R with respect to the engine block 1.

  That is, a rotational force can be applied to the turning cylinder 2 in the state of compression top dead center. Therefore, the heat energy by combustion can be efficiently taken out as the mechanical energy of the rotational motion.

  Next, with reference to FIG. 4, the flow of the air-fuel mixture and combustion gas of the turning engine 100 will be described. 4 is a cross-sectional view of the turning engine 100 in a state where the position of the turning cylinder 2 is different. FIGS. 4 (a) to 4 (d) show the turning cylinder 2 with respect to the engine block 1. FIG. FIG. 5 is a cross-sectional view of the turning engine 100 showing a state in which it is rotated forward every 90 degrees (right rotation as viewed in the vertical direction in FIG. 4).

  4 (a) to 4 (d) show a temporary state in which the turning cylinder 2 is rotating in the direction of arrow R with respect to the engine block 1, and the turning cylinder 2 includes Inertial force due to rotation is working.

  As shown in FIG. 4A, the piston 3 is closest to the inner peripheral surface of the cylindrical portion 10a, and the air-fuel mixture filled in the combustion chamber A is compressed to the maximum. From this state, the plug P is ignited and combustion is started. As described above, the cylinder liner 23 has a predetermined angle with respect to a straight line on a plane orthogonal to the axis O1 and connecting the axis O1 and the axis O2. Acts on the inner peripheral surface of the cylinder liner 23 on the right side (right side in FIG. 4A), and the turning cylinder 2 can rotate clockwise.

  Therefore, a rotational force can be applied to the turning cylinder 2 even in the state of compression top dead center. As a result, the thermal energy from combustion can be efficiently extracted as the mechanical energy of rotational motion. At this time, the turning cylinder internal volume S <b> 1 is filled with the air-fuel mixture sucked from the air inlet 15.

  Next, as shown in FIG. 4B, when the turning cylinder 2 rotates 90 degrees in the direction of arrow R with respect to the engine block 1, the piston 3 moves to the axis O2 side of the cylinder liner 23. Therefore, the volume of the combustion chamber A increases from the volume of the combustion chamber A shown in FIG. 4A, and the volume of the turning cylinder internal volume S1 decreases from the volume of the turning cylinder internal volume S1 shown in FIG. is doing. As a result, when the volume of the turning cylinder internal volume S1 decreases, the air-fuel mixture filling the turning cylinder internal volume S1 is compressed.

  Next, as shown in FIG. 4C, the turning cylinder 2 is further rotated 90 degrees (180 degrees from the state of FIG. 4A) in the direction of arrow R from the state of FIG. As a result, the opening on the combustion chamber A side of the cylinder liner 23 faces the exhaust port 16. In this case, since the pressure in the combustion chamber A is higher than the external pressure, the combustion gas, which is a gas combusted by the air-fuel mixture, is discharged from the exhaust port 16 to the outside.

  Then, at the timing when the combustion gas is discharged and the pressure in the combustion chamber A becomes smaller than the pressure in the turning cylinder internal volume S1, the piston 3 opens the scavenging port (not shown), and a new air-fuel mixture flows into the combustion chamber A. . Thereafter, after the piston 3 closes the scavenging port (not shown), the opening on the combustion chamber A side of the cylinder liner 23 is opposed to the inner peripheral surface of the cylindrical portion 10a, and the discharge of the combustion gas is completed.

  Next, as shown in FIG. 4D, the turning cylinder 2 is further rotated 90 degrees in the direction of arrow R from the state of FIG. 4C with respect to the engine block 1 (270 degrees from the state of FIG. 4A). Then, the piston 3 moves to the cylindrical portion 10a side of the cylinder liner 23. Therefore, the volume of the combustion chamber A is smaller than the volume of the combustion chamber A shown in FIG. 4C, and the inside of the combustion chamber A and the air-fuel mixture are compressed.

  Further, when the piston 3 moves to the cylindrical portion 10a side of the cylinder liner 23, the volume of the turning cylinder internal volume S1 increases from the volume of the turning cylinder internal volume S1 shown in FIG. Therefore, when the volume of the turning cylinder internal volume S1 increases, the pressure of the turning cylinder internal volume S1 decreases. At that time, the intake port 15 faces the cylinder intake port 20d, and the turning cylinder internal volume S1 and the outside communicate with each other. Therefore, a new air-fuel mixture flows into the turning cylinder internal volume S1 whose pressure is lower than the external pressure. Then, the state shifts to the state shown in FIG.

  By repeating the states from FIG. 4A to FIG. 4D, the turning engine 100 can rotate the turning cylinder 2 with respect to the engine block 1 to generate a rotational force.

  For example, in a conventional internal combustion engine (reciprocating engine), in order to generate a rotational force, a piston is connected to a crank and the reciprocating motion of the piston is converted into a rotational motion of the crank. For this reason, vibration due to the reciprocating motion of the piston and uneven rotation due to a change in the speed of the piston have occurred. As a result, there has been a problem that the efficiency in outputting thermal energy as mechanical energy of rotational motion is poor.

  Here, in this embodiment, since the turning force is generated by rotating the turning cylinder 2 with respect to the engine block 1, the reciprocating motion of the piston 3 is omitted, and the vibration is reduced and the speed of the piston is changed. It is possible to reduce the rotation unevenness. Therefore, it is possible to reduce the energy loss of the turning engine 100 by reducing the energy of vibration that is not converted into rotational force. As a result, the thermal energy from combustion can be efficiently extracted as the mechanical energy of rotational motion.

  In addition, an air inlet 15 is formed in the annular portion 10b of the engine block 1 and is opposed to the cylinder air inlet 20d of the turning cylinder 2, thereby allowing the intake of air-fuel mixture during the turning of the turning cylinder 21. By forming an exhaust port 16 in the cylindrical portion 10a and facing the opening of the cylinder liner 23, combustion gas can be discharged during the rotation of the turning cylinder 21. Therefore, the turning engine 100 can take the form of a two-cycle engine (an engine that generates one combustion per crankshaft rotation of a conventional internal combustion engine (reciprocating engine)). Light weight and high output can be achieved.

  Also, for example, in the case of a rotary engine, the triangular rotor moves while changing the position of the axis of rotation inside the case, so the shape inside the case that accommodates the rotor becomes complicated, and accordingly the sealing property between the rotor and the case In order to ensure this, high-precision processing is required. Therefore, there is a condition that the manufacturing cost increases.

  Here, in the present embodiment, since the turning cylinder 2 accommodated in the engine block 1 is configured in a circular shape when viewed from the front, the internal shape of the engine block 1 can also be configured as a circular shape when viewed from the front. Therefore, high-precision machining is omitted on the inner peripheral surface of the cylindrical portion 10a of the engine block 1 and the outer peripheral surface of the cylindrical portion 20a of the turning cylinder 2, and the inner peripheral surface of the cylindrical portion 10a of the engine block 1 and the turning cylinder are omitted. The sealing performance with the outer peripheral surface of the second cylindrical portion 20a can be ensured. As a result, the manufacturing cost can be reduced.

  The axis O3 of the cylinder liner 23 is disposed at a predetermined angle with respect to the radial direction of the hollow portion 20. Therefore, the moving distance of the piston 3 within the cylinder liner 23 can be ensured more than the distance between the axial center O1 and the axial center O2. Therefore, the displacement can be increased and high output can be achieved without changing the outer shape of the turning engine 100.

  In addition, since the output can be changed simply by replacing the turning cylinder 2, when producing various types of turning engines 100 with different outputs, components other than the turning cylinder 2 constituting the turning engine 100 can be shared. . Therefore, the manufacturing cost of parts other than the turning cylinder 2 that constitutes the turning engine 100 can be reduced.

  Next, a second embodiment will be described with reference to FIGS. FIG. 5 is a view showing a turning engine 200 in the second embodiment, FIG. 5 (a) is a cross-sectional view of the turning engine 200, and FIG. 5 (b) is a diagram of Vb in FIG. 5 (a). It is sectional drawing of the turning engine 200 in the -Vb line. FIG. 5A is a cross-sectional view taken along the line Va-Va in FIG.

  In FIG. 5A, for easy understanding, the rotation direction of the turning cylinder 202 relative to the engine block 201 is indicated by an arrow R1, and the cylinder liner 223 and the piston 3 of the turning cylinder 202 are connected to the turning engine 200. The state located on the upper side (upper side in FIG. 5) is indicated by a solid line, and the state rotated from the state located on the upper side about the axis O5 of the engine block 201 in the direction of arrow R1 of the turning cylinder 202 every 90 degrees. (The state rotated 90 degrees, 180 degrees, and 270 degrees around the axis O5 with reference to the state located on the upper side (the upper side in FIG. 5A)) is indicated by a two-dot chain line.

  Further, in FIG. 5B, for easy understanding, the vertical dimension is shown with a dimension slightly different from the dimension on the Vb-Vb line.

  6 is a view showing the engine block 201, FIG. 6 (a) is a front view of the main block 210, and FIG. 6 (b) is a main block taken along line VIb-VIb in FIG. 6 (a). FIG. 7 is a view showing the turning cylinder 202, FIG. 7A is a front view of the turning cylinder 202, and FIG. 7B is a turning cylinder taken along line VIIb-VIIb in FIG. 7A. 202 is a side view of 202. FIG.

  6B shows a state in which the main block 210 and the sub block 211 are separated, and FIG. 7B shows a state in which the valve base portion 250 and the valve cover 251 are separated. For simplification of the drawing, a screw hole into which the bolt B is screwed is omitted in FIG.

  In the first embodiment, a case has been described in which the piston 3 is configured as a two-cycle engine that generates one combustion while the piston 3 rotates once. In the second embodiment, the piston 3 rotates twice. It is configured as a four-cycle engine that produces one combustion in between.

  That is, in the second embodiment, a drum valve 205 having the same axis O5 as the engine block 201 and the turning cylinder 202 is disposed between the engine block 201 and the turning cylinder 202, and is ½ of the turning cylinder 202. The turning engine 200 is gas exchanged (replacement of combustion gas with air-fuel mixture) by opening and closing an opening formed on the outer peripheral surface of the cylinder liner 223 while rotating at a rotational speed of. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 5 (b), the turning engine 200 is a four-cycle internal combustion engine (an internal combustion engine that generates two combustions per change in combustion chamber volume) used in a motorcycle. And a turning cylinder 202, a drum valve 205, and an ignition device 207.

  As shown in FIG. 5 (b), the engine block 201 is a member that is fixed to a vehicle body frame (not shown) and constitutes the base of the turning engine 200, and includes a main block 210, a sub-block 211, an intake air A port 215, an exhaust port 216, a plug groove 217, and an ignition device housing 218 are provided.

  As shown in FIG. 6B, the main block 210 includes a cylindrical portion 210a having an axial center O5 and a substantially cylindrical shape, and an inner side from one end side (right side of FIG. 6B) of the cylindrical portion 210a. And an annular portion 210b configured as a substantially annular flat plate having an axis O5 by projecting in the direction (FIG. 6 (b) inward in the vertical direction), a cylindrical portion 210a and an annular portion 210b, It is comprised integrally from.

  The sub block 211 is fastened to the main block 210 via a bolt B (not shown) and integrated with the main block 210, and has a shaft O5 and is configured as a substantially annular flat plate. Thus, since the sub block 211 is detachably attached to the main block 210 by the bolt B, the turning cylinder 202 and the drum valve 205 are accommodated inside the engine block 201 with the sub block 211 removed. Thereafter, the sub-block 211 can be assembled.

  As shown in FIGS. 6 (a) and 6 (b), the air inlet 215 is a passage for taking in an air-fuel mixture (a gas obtained by mixing gasoline with air), and is formed through the cylindrical portion 210a. An outer opening 215a that is a through hole that opens to the outside of 210a (FIG. 6 (a) left and right direction outer side), and an inner opening 215b that opens to the inside of FIG. 6 (a) left and right direction). Have. Since the internal opening 215b and the external opening 215a communicate with each other, the air inlet 215 communicates the outside and the inside of the main block 210.

  Further, as shown in FIGS. 6A and 6B, the internal opening 215b is configured as a groove extending in the circumferential direction on the inner peripheral surface of the cylindrical portion 210a, and has an external opening. Extending from the portion 215a to an angle of 120 degrees in both directions around the axis O5. Note that the internal opening 215b may extend over the entire circumference of the cylindrical portion 210a. In this case, the rotation angle at which the air-fuel mixture is sucked is determined only by the opening of the valve inlet 255 of the drum valve 205.

  As shown in FIGS. 6 (a) and 6 (b), the exhaust port 216 is a passage for discharging combustion gas (a mixture burned), and is formed to penetrate the cylindrical portion 210a. An external opening 216a that is a through-hole that opens to the outside (FIG. 6 (a) laterally outside), and an internal opening 216b that opens to the inside of the cylindrical part 210a (FIG. 6 (a) laterally inside). is doing. Since the internal opening 216b and the external opening 216a communicate with each other, the exhaust port 216 communicates the outside and the inside of the main block 210.

  Further, the inner opening 216b is configured as a groove extending in the circumferential direction on the inner peripheral surface of the cylindrical portion 210a, and is 120 degrees in both directions around the axis O5 from the outer opening 216a. It extends to an angle. Note that the internal opening 216b may extend over the entire circumference of the cylindrical portion 210a. In that case, only the opening of the valve exhaust port 256 of the drum valve 205 determines the rotation angle for sucking the air-fuel mixture.

  As shown in FIGS. 6A and 6B, the internal openings 215b and 216b extend from the external openings 215a and 215b to an angle of 120 degrees on both sides. Will have a part where both the internal openings 215b and 216b are formed (upper and lower parts in FIG. 6A).

  Therefore, for example, when the valve intake port 255 and the valve exhaust port 256 are simultaneously opened at a portion where both the internal openings 215b and 216b are formed (the upper and lower portions in FIG. 6A). The valve intake port 255 and the valve exhaust port 256 can be configured to communicate with the combustion chamber A1 at the same time (a configuration having an overlap). Therefore, the effect of the inertia of the combustion gas and the pressure change reflected from the exhaust port 216 facilitates the flow of the air-fuel mixture into the combustion chamber A1, thereby improving the charging efficiency of the air-fuel mixture into the combustion chamber A1. The output of 200 can be improved.

  Further, the internal opening 216b of the exhaust port 216 is disposed on the ring portion 210b side (right side of FIG. 6B) of the main block 210 from the opening side of the main block 210 (left side of FIG. 6B), and the intake air. The internal opening 215b of the port 215 is disposed on the opening side (the left side of FIG. 6B) of the main block 210 with respect to the internal opening 216b of the exhaust port 216.

  That is, the internal opening 216b of the exhaust port 216 and the internal opening 215b of the intake port 215 are arranged on the inner peripheral surface of the cylindrical portion 210a and shifted in the direction of the axis O5. Therefore, the internal opening 216b of the exhaust port 216 faces a valve exhaust port 256 of the drum valve 205 described later, and the internal opening 215b of the intake port 215 faces a valve intake port 255 of the drum valve 205 described later. .

  As shown in FIGS. 6A and 6B, the plug groove 217 is a groove for accommodating a part (terminal portion) of the plug P, and goes around the inner peripheral surface of the cylindrical portion 210a. It is configured in a ring shape and is disposed between the internal opening 215b and the internal opening 216b. The plug groove 217 communicates with an ignition device accommodating portion 218 that is a hole for accommodating an ignition device 207 described later.

  As shown in FIG. 5B, the turning cylinder 202 is for taking out the rotational force and rotating the drum valve 205 with a part of the rotational force, and includes a cylinder liner 223 and a gear input 224. ing.

  The cylinder liner 223 is a part that accommodates the piston 3 and has a configuration in which a scavenging port (not shown) of the cylinder liner 23 is omitted. That is, in the second embodiment, the opening of the cylinder liner 223 is opened and closed by a drum valve 205 described later to exchange the air-fuel mixture and the combustion gas, so a scavenging port (not shown) that is an opening exclusively for the air-fuel mixture. Can be omitted.

  The gear input 224 is a portion for inputting the rotational force of the hollow portion 20 to a reduction planetary gear mechanism 208 described later, and is configured in a substantially cylindrical shape from the inner edge of the disk portion 20c of the hollow portion 20 on the side opposite to the output shaft 21. A tooth mold (not shown) is formed on the outer periphery of the cylindrical tip end side (left side in FIG. 5B). Note that the tooth pattern formed on the outer peripheral surface of the gear input 224 constitutes a sun gear portion of a reduction planetary gear mechanism 208, which will be described later. Will be described later with reference to FIG.

  As shown in FIGS. 7A and 7B, the drum valve 205 is a member for opening and closing the opening of the cylinder liner 223, and includes a valve base 250, a gear output 252, and a valve cover. 251, a valve intake port 255, and a valve exhaust port 256.

  As shown in FIG. 7B, the valve base portion 250 includes a valve portion 250a having an axial center O5 and having a substantially cylindrical shape, and one end side of the valve portion 250a (on the right side in FIG. 7B). An annular portion 250b that projects inwardly (inward in the vertical direction in FIG. 7B) and has an axis O5 and is configured as a substantially annular flat plate is provided. The annular portion 250b and the valve portion are provided. 250a is integrally formed.

  In addition, two plugs P are screwed on the outer peripheral surface side of the upper portion (FIG. 7A) of the valve portion 250a, and the head surface 250c is formed on the inner peripheral surface side facing the outer peripheral surface. Recessed and a combustion chamber A1 is formed. The combustion chamber A1 is a space surrounded by the piston 3 and the head surface 250c or the inner peripheral surface of the valve portion 250a.

  As shown in FIG. 7B, the gear output 252 is formed in a substantially cylindrical shape, and is erected from the inner edge of the annular portion 250b toward the side opposite to the sub-block 211 (right side in FIG. 7B). The ring portion 250b is integrally formed. In addition, a tooth shape (not shown) is formed on the outer periphery of the cylindrical end of the gear output 252 (left side in FIG. 5B). Note that the tooth shape formed on the outer peripheral surface of the gear output 252 constitutes a sun gear portion of a reduction planetary gear mechanism 208, which will be described later. Will be described later with reference to FIG.

  As shown in FIG. 7B, the valve cover 251 is fastened to the valve base portion 250 via a bolt B and integrated with the valve base portion 250. The valve cover 251 has an axis O5 and is substantially annular. It is comprised as a flat plate. Thus, by making the valve cover 251 detachable, the drum valve 205 can be opened and the turning cylinder 202 can be accommodated in the engine block 201 (see FIG. 1A).

  Further, since the valve cover 251 and the gear output 252 are externally fitted to the output shaft 21 and the gear input 224 via the bearing RB, the drum valve 205 is rotatable with respect to the turning cylinder 202.

  As shown in FIGS. 5, 7 (a), and 7 (b), the valve inlet 255 is an opening for taking an air-fuel mixture (a gas in which gasoline is mixed with air) into the combustion chamber A 1. Yes, and penetrates the valve portion 250a and opens to the outside and the inside of the valve portion 250a, and communicates the outside and the combustion chamber A1 with the cylinder liner 223 facing each other. Therefore, when the piston 3 moves inside the cylinder liner 223 toward the axis O6, the internal pressure of the combustion chamber A1 becomes lower than the external pressure, and the air-fuel mixture supplied from the outside can flow into the combustion chamber A1. it can.

  Further, the valve intake port 255 has an opening on the outer peripheral surface of the valve portion 250a close to the valve cover 251 side (left side in FIG. 7B). Therefore, in a state where the drum valve 205 is assembled to the engine block 201, it is possible to face only the internal opening 215b.

  As shown in FIGS. 5, 7 (a) and 7 (b), the valve exhaust port 256 is an opening for discharging the combustion gas (the mixture burned) to the outside of the combustion chamber A 1. The valve portion 250a is formed so as to penetrate the valve portion 250a and open to the outside and the inside of the valve portion 250a. The combustion chamber A1 communicates with the outside in a state of facing the cylinder liner 223.

  Therefore, the internal pressure of the combustion chamber A1 is increased by the increase in volume in the process in which the air-fuel mixture changes into combustion gas while the piston 3 moves in the cylinder liner 223 to the opposite side with respect to the axis O6 side. The pressure becomes higher than the pressure, and the combustion gas inside the combustion chamber A1 can be discharged to the outside.

  Further, the valve exhaust port 256 has an opening on the outer peripheral surface of the valve portion 250a close to the annular portion 250b side (the right side in FIG. 7B). Therefore, in a state where the drum valve 205 is assembled to the engine block 201, it is possible to face only the internal opening 215b.

  That is, the combustion gas discharged from the combustion chamber A1 by the valve exhaust port 256 is discharged from the internal opening 216b of the exhaust port 216 to the outside through the external opening 216a, and is vaporized (not shown) or electronically controlled fuel. The air-fuel mixture supplied from the injection device (not shown) to the external opening 215a of the intake port 215 flows into the combustion chamber A1 from the valve intake port 255 via the external opening 215a.

  Thus, in the present embodiment, the arrangement positions of the intake port 215 and the exhaust port 216 are different in the direction of the axis O5, and the valve intake port 255 and the valve exhaust port 256 are respectively located on the intake port 215 side and the exhaust port 216 side. Since it is configured to face each other, the air-fuel mixture and the combustion gas can be reliably separated. Therefore, mixing of combustion gas into the intake port 215 can be prevented, and the air-fuel mixture can be efficiently sucked into the combustion chamber A1. As a result, the charging efficiency of the air-fuel mixture into the combustion chamber A1 can be improved, and the output of the turning engine 200 can be improved.

  Further, since the air-fuel mixture and the combustion gas can be reliably separated, even when the valve intake port 255 and the valve exhaust port 256 are configured to communicate with the combustion chamber A1 at the same time (configuration having an overlap), Due to the effect of the inertia of the combustion gas and the pressure change reflected from the exhaust port 216, the air-fuel mixture can easily flow into the combustion chamber A1. As a result, the charging efficiency of the air-fuel mixture into the combustion chamber A1 can be improved, and the output of the turning engine 200 can be improved.

  As shown in FIG. 5A, the ignition device 207 supplies electric power (inductive electromotive force) to the plug P to generate a spark from the plug P. The upper portion of the plug P (FIG. 5A) An induced electromotive force is generated in an ignition coil (not shown) while the power supply portion of the ignition device 207 is in contact with the terminal portion which is the upper portion), and a spark is blown from the plug P.

  Next, the configuration of the reduction planetary gear mechanism 208 will be described with reference to FIG. FIG. 8 is a schematic diagram schematically showing the reduction planetary gear mechanism 208. 8 indicates the rotation direction of the gear input 224 of the turning cylinder 202, and the arrow output indicates the rotation direction of the gear output 252 of the drum valve 205.

  As shown in FIG. 8, the reduction planetary gear mechanism 208 reduces the rotational speed of the rotational force of the turning cylinder 202 to ½ and transmits it to the drum valve 205, and includes a speed reduction unit 281, a speed increase unit 282, , And a connecting portion 283.

  The speed reduction unit 281 is a single planetary gear mechanism, and includes an input sun gear SG1 formed on the outer peripheral surface of the gear input 224, an input planetary gear PG1, and a fixed ring gear RG1 fixed to the engine block 201. Since the number of teeth of input sun gear SG1 is set to 1/5 times the number of teeth of fixed ring gear RG1, input planetary gear PG1 rotates at a rotational speed that is 1/6 times the rotational speed of input sun gear SG1.

  The speed increasing unit 282 is a single planetary gear mechanism and includes an output sun gear SG2 formed on the outer peripheral surface of the gear input 224, an output planetary gear PG2, and a fixed ring gear RG1 fixed to the engine block 201. Since the number of teeth of fixed ring gear RG1 is set to twice the number of teeth of output planetary gear PG2, output sun gear SG2 rotates at a rotational speed three times the rotational speed of output planetary gear PG2.

  In the single planetary gear mechanism, when the ring gear (fixed ring gear RG1) is fixed, the rotation direction of the sun gear (input sun gear SG1, output sun gear SG2) and the rotation direction of the planetary gear (input planetary gear PG1, output planetary gear PG2) are the same. Direction.

  The connecting portion 283 is a member that connects the input planetary gear PG1 and the output planetary gear PG2, and is configured as an elliptical annular flat plate that pivotally supports the input planetary gear PG1 and the input planetary gear PG1.

  In the reduction planetary gear mechanism 208 configured as described above, when the turning cylinder 202 is rotated and the input sun gear SG1 formed in the gear input 224 is rotated, the input planetary gear PG1 is connected to the input sun gear SG1 and the fixed ring gear RG1. And rotate around the input sun gear SG1 at a rotational speed that is 1/6 times the rotational speed of the input sun gear SG1.

  The input planetary gear PG1 is connected to the output planetary gear PG2 via the connecting portion 283. When the input planetary gear PG1 rotates, the output planetary gear PG2 rotates and revolves at the same rotational speed as the input planetary gear PG1. When the output planetary gear PG2 rotates and revolves, the output sun gear SG2 rotates at a rotation speed that is three times the rotation speed of the output planetary gear PG2. As a result, the gear output 252 in which the output sun gear SG2 is formed is rotated, and the drum valve 205 is rotated.

  That is, the drum valve 205 is rotated in the same direction at a rotational speed that is ½ times that of the turning cylinder 202.

  Next, with reference to FIG. 9, the flow of the air-fuel mixture and the combustion gas of the turning engine 200 will be described. FIG. 9 is a cross-sectional view of the turning engine 200 in which the positions of the turning cylinder 202 and the drum valve 205 are different. FIGS. 9A to 9C show the drum valve 205 as an engine block. FIG. 9D is a cross-sectional view of the turning engine 200 showing a state of being rotated in the direction of the arrow R1 every 45 degrees with respect to 201 (right rotation as viewed in the vertical direction in FIG. 9). FIG. 9D is a cross-sectional view of FIG. FIG. 9E shows a state in which the drum valve 205 has rotated 90 degrees with respect to the engine block 201 in the direction of the arrow R1 from the state (right rotation as viewed in the vertical direction in FIG. 9), and FIG. 9E shows the state of FIG. The drum valve 205 is rotated in the direction of arrow R1 by 45 degrees with respect to the engine block 201 (right rotation as viewed in the vertical direction in FIG. 9).

  9A to 4E show a temporary state in which the turning cylinder 202 is rotating in the direction of the arrow R1 with respect to the engine block 201. Inertial force due to rotation is working.

  In addition, since the turning engine 200 includes the reduction planetary gear mechanism 208, the drum valve 205 rotates at a rotation angle that is ½ of the rotation angle of the turning cylinder 202.

  As shown in FIG. 9A, the piston 3 is closest to the inner peripheral surface of the drum valve 205, and the air-fuel mixture filled in the combustion chamber A is compressed to the maximum. From this state, the plug P is ignited and combustion is started. As described above, the cylinder liner 223 has a predetermined angle with respect to a straight line on a plane orthogonal to the axis O5 and connecting the axis O5 and the axis O6. Acts on the inner peripheral surface of the cylinder liner 223 on the right side (right side of FIG. 9A), and the turning cylinder 202 can rotate in the direction of arrow R1 (clockwise as viewed in the vertical direction in FIG. 9).

  Therefore, a rotational force can be applied to the turning cylinder 202 even in the state of compression top dead center. As a result, the thermal energy from combustion can be efficiently extracted as the mechanical energy of rotational motion.

  Next, as shown in FIG. 9B, when the turning cylinder 202 rotates 90 degrees in the direction of the arrow R1 with respect to the engine block 201 from the state of FIG. Rotate 45 degrees in R1 direction. In this state, the cylinder liner 223 is closed by the drum valve 205, and combustion is continued.

  Next, as shown in FIG. 9C, when the turning cylinder 202 further rotates 90 degrees in the direction of the arrow R1 with respect to the engine block 201 from the state of FIG. It further rotates 45 degrees in the direction of arrow R1. Here, the cylinder liner 223 faces the valve exhaust port 256 of the drum valve 205. Therefore, high-pressure combustion gas is discharged from the valve exhaust port 256 to the exhaust port 216.

  Next, as shown in FIG. 9D, when the turning cylinder 202 further rotates 180 degrees in the arrow R1 direction with respect to the engine block 201 from the state of FIG. It further rotates 90 degrees in the direction of arrow R1. During the transition from the state of FIG. 9C to the state of FIG. 9D, the cylinder liner 223 faces the valve exhaust port 256, and the piston 3 moves to the drum valve 205 side of the cylinder liner 223 during that time. Therefore, the volume of the combustion chamber A1 is reduced and the combustion gas is sufficiently discharged.

  Further, as shown in FIG. 9D, the cylinder liner 223 is closed again on the inner peripheral surface of the drum valve 205 after the facing state with the valve exhaust port 256 (the state shown in FIG. 9C) is completed. The That is, the combustion gas is prevented from returning to the inside of the combustion chamber A1. Therefore, the residual amount of combustion gas can be suppressed.

  Next, as shown in FIG. 9E, when the turning cylinder 202 further rotates 90 degrees in the arrow R1 direction with respect to the engine block 201 from the state of FIG. It further rotates 45 degrees in the direction of arrow R1. Here, the cylinder liner 223 faces the valve intake port 255 of the drum valve 205. Therefore, it will be in the state connected with the inlet 215 supplied with air-fuel mixture. Here, since the piston 3 moves to the axis O5 side inside the cylinder liner 223, the volume of the combustion chamber A1 is increased, and an air-fuel mixture in an amount corresponding to the volume flows into the combustion chamber A1.

  Thereafter, the inner peripheral surface of the drum valve 205 and the cylinder liner 223 again face each other, the combustion chamber A1 is sealed, and the air-fuel mixture is compressed. 9A, when the turning cylinder 202 further rotates 270 degrees in the direction of the arrow R1 with respect to the engine block 201 from the state of FIG. 9E, the drum valve 205 moves relative to the engine block 201. It further rotates 135 degrees in the direction of arrow R1. Then, the air-fuel mixture compressed to the maximum is ignited by the plug P to generate combustion again.

  By repeating the states from FIG. 9A to FIG. 9E, the turning engine 200 can rotate the turning cylinder 202 with respect to the engine block 201 to generate a rotational force.

  That is, the turning engine 200 includes a drum valve 205 that rotates in the same direction at a rotational speed of ½ with respect to the turning cylinder 202. The drum valve 205 includes a valve inlet 255 and a valve exhaust formed independently. And a mouth 256. Therefore, since the turning engine 200 can be a four-cycle engine that can separately perform combustion gas exhaust and air-fuel mixture intake, combustion gas exhaust and air-fuel mixture intake (scavenging) are performed simultaneously 2 Compared to the case of a cycle engine, the mixture gas is prevented from being mixed with the combustion gas and discharged without being burned, so that fuel consumption is improved and harmful substances in the exhaust gas (for example, hydrocarbons, nitrogen oxides, and (Oxidation, etc.) can be reduced.

  For example, when the rotational force is taken out from the valve drum, the driving force is transmitted through the reduction planetary gear mechanism 208. Therefore, it is necessary to improve the strength of the reduction planetary gear mechanism 208 in accordance with the output of the turning engine 200. There arises a problem that the reduction planetary gear mechanism 208 is enlarged.

  Here, in the second embodiment, since the rotational force is taken out from the turning cylinder 202, compared to the case where the rotational force is taken out from the drum valve 205, the force due to the rotational force taken out to the reduction planetary gear mechanism 208 is not applied. Accordingly, the strength of the reduction planetary gear mechanism 208 can be set small. Therefore, the components constituting the reduction planetary gear mechanism 208 can be downsized to reduce the size of the reduction planetary gear mechanism 208, and the turning engine 200 can be downsized.

  Since no force is applied to the reduction planetary gear mechanism 208, it is possible to suppress the generation of vibration and sound due to the meshing of teeth. Therefore, the quietness of the turning engine 200 can be improved.

  Further, the valve intake port 255 and the valve exhaust port 256 are displaced in the axial center O5 direction with respect to the opening of the outer peripheral surface of the valve base 250, so that they face the internal opening 215b and the internal opening 216b, respectively. It is configured to.

  Therefore, the combustion gas can be collected in the internal opening 216b and the air-fuel mixture can be separately supplied from the internal opening 215b. Therefore, the air-fuel mixture is prevented from being discharged without being mixed with the combustion gas, thereby improving the fuel consumption and reducing harmful substances (for example, hydrocarbon, nitrogen oxide and monoxide) in the exhaust gas. be able to.

  In the second embodiment, a plug P is attached to the valve portion 250 a of the drum valve 205, and rotates integrally with the drum valve 205. Therefore, for example, in order to prevent the plug P from popping out from the drum valve 205, the radial dimension of the drum valve 205 can be increased and the plug P can be buried in the drum valve 205 to prevent popping out. However, as described above, when the radial dimension of the drum valve 205 is increased, the drum valve 205 becomes heavier and the response of the turning engine 200 is deteriorated.

  On the other hand, in the second embodiment, a plug groove 217 through which the plug P attached to the drum valve 205 moves is recessed in the inner peripheral surface of the cylindrical portion 210a of the engine block 201. Therefore, even if the plug P protrudes from the drum valve 205, the drum valve 205 can be rotated. Therefore, the radial dimension of the drum valve 205 is prevented from increasing and the weight is prevented from increasing. Can be prevented.

  Further, since the ignition device housing portion 218 is formed on the plug groove 217 and the ignition device 207 is disposed, the plug P is energized by contacting the ignition device 207, and a spark is generated from the plug P. A compressed mixture can be ignited.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values (for example, the number, size, angle, etc. of each component) given in the above embodiments are merely examples, and other numerical values can naturally be adopted.

  In the second embodiment, the case where the rotational force is extracted from the turning cylinder 202 has been described. However, the present invention is not necessarily limited to this, and the rotational force may be extracted from the drum valve 205. In this case, since it is rotating at half the rotational speed of the turning cylinder 202, it is possible to extract a rotational force that is approximately twice as large.

  In the present embodiment, the case where the turning engines 100 and 200 are used for motorcycles has been described. However, the present invention is not necessarily limited thereto, and may be used for generators, mowers, automobiles, ships, airplanes, and the like. .

  When the turning engines 100 and 200 are used for a generator, a mower, an automobile, a ship, and an airplane, the engine blocks 1 and 201 are fixed to the body frame for the generator and the mower, and are fixed to the body frame for the automobile. It is fixed to the hull for ships and to the fuselage frame for airplanes.

It is the figure which showed the turning engine in embodiment of this invention, (a) is sectional drawing of a turning engine, (b) is sectional drawing of the turning engine in the Ib-Ib line | wire of Fig.1 (a). It is. It is the figure which showed the main block of an engine block, (a) is a front view of a main block, (b) is sectional drawing of the main block in the IIb-IIb line | wire of Fig.2 (a). It is the figure which showed the turning cylinder, (a) is a front view of a turning cylinder, (b) is a side view of a turning cylinder. It is the state sectional view which showed the state from which the position of a turning cylinder differs in the section of a turning engine. It is the figure which showed the turning engine in 2nd Embodiment, (a) is sectional drawing of a turning engine, (b) is sectional drawing of the turning engine in the Vb-Vb line | wire of Fig.5 (a). is there. It is the figure which showed the engine block, (a) is a front view of a main block, (b) is a side view of the main block in the VIb-VIb line | wire of Fig.6 (a). It is the figure which showed the turning cylinder, (a) is a front view of a turning cylinder, (b) is a side view of the turning cylinder in the VIIb-VIIb line | wire of Fig.7 (a). It is the schematic diagram which represented the reduction planetary gear mechanism typically. FIGS. 4A and 4B are cross-sectional views of the turning engine showing different positions of the turning cylinder and the drum valve, wherein FIGS. 4A to 4C are rotated in the direction of the arrow R1 every 45 degrees with respect to the engine block. FIG. 9 is a cross-sectional view of the turning engine showing a state (right rotation as viewed in the vertical direction in FIG. 9), and (d) shows that the drum valve rotates in the direction of the arrow R1 with respect to the engine block from the state of (c) ( 9 shows a state in which the drum valve rotates in the direction of the arrow R1 with respect to the engine block from the state of (d) (right view in the vertical direction in FIG. 9). Rotated) is shown.

Explanation of symbols

100,200 Turning engine (internal combustion engine)
1,201 Engine block 2,202 Turning cylinder 3 Piston 3b Piston pin (second shaft)
4 Connecting rod (connecting rod)
10, 210 Main block 10a, 210a Cylindrical part 10b, 210b Annular part 10c Head surface 11, 211 Sub-block 12 First cylinder shaft (part of third axis)
12a First press-fitting hole 13 Second cylinder shaft (part of third shaft)
13a Second press-fit hole 14 Connecting rod shaft (first axis)
15 Intake port (part of intake means)
16 Exhaust port (part of exhaust means)
215 Air intake (part of air intake means)
215a External opening (part of intake means)
215b Internal opening (a part of the intake means)
216 Exhaust port (part of exhaust means)
216a External opening (part of exhaust means)
216b Internal opening (part of exhaust means)
20 hollow part 20a cylindrical part 20b annular part 20c disk part 20d cylinder intake port (part of intake means)
21 Output shaft 22 Plug 23, 223 Cylinder liner (cylinder part)
205 Drum valve 207 Ignition device (part of ignition means)
208 Deceleration planetary gear mechanism 217 Plug groove 218 Ignition device housing portion 224 Gear input 250 Valve base portion 251 Valve cover 252 Gear output 255 Valve intake port (part of intake means)
256 Valve exhaust port (part of exhaust means)
281 Deceleration part 282 Speed increase part 283 Connection part 250a Valve part 250b Ring part 250c Head surface P Plug (part of ignition means)
SG1 Input sun gear SG2 Output sun gear PG1 Input planetary gear PG2 Output planetary gear RG1 Fixed ring gear RB Bearing S1 Space A, A1 Combustion chamber C Virtual circle L1 Distance (distance between the axis of the first axis and the axis of the third axis)
O1, O5 axis (axis of axis 3)
O2, O6 axis (axis of the first axis)
O3 axis (cylinder axis)

Claims (2)

An engine block,
A connecting rod whose one end is pivotally supported by the engine block by the first shaft;
A piston pivotally supported by the second shaft on the other end of the connecting rod;
A turning cylinder having a cylinder portion into which the piston is reciprocally inserted and supported by a third shaft on the engine block;
An intake means for introducing an air-fuel mixture into a combustion chamber formed by the cylinder portion of the turning cylinder and the piston;
Ignition means for igniting the air-fuel mixture introduced into the combustion chamber by the intake means;
An exhaust means for exhausting the air-fuel mixture ignited and combusted by the ignition means from the combustion chamber, and
The axis of the first axis and the axis of the third axis are arranged parallel to each other and at a predetermined interval;
The air-fuel mixture is combusted in the combustion chamber, the connecting rod is rotated around the axis of the first shaft with respect to the engine block while the piston is reciprocated in the cylinder portion of the turning cylinder, and the turning cylinder is An internal combustion engine configured to obtain rotation of the turning cylinder with respect to the engine block as a shaft output by rotating the engine block about the axis of the third shaft.   When the axis of the second axis is located on a virtual plane including the axis of the first axis and the axis of the third axis, the axis of the cylinder portion of the turning cylinder is relative to the virtual plane. An internal combustion engine configured to have a predetermined angle.

Images