JP4837920B2 - Multi hybrid engine - Google Patents

Description

  The present invention relates to a structure for improving the thermal efficiency of an engine.

  The engine includes a 4-cycle gasoline engine, a 2-cycle gasoline engine, a diesel engine, and the like. Further, there is a double-acting piston engine disclosed in Patent Document 1 filed by the present applicant. In this double-acting piston engine, an internal gear is formed on a connecting body having pistons on the left and right sides, and an external pinion gear formed concentrically with the crank pin on the crankshaft is engaged with the internal gear to reciprocate the piston. The crankshaft is rotationally driven by being transmitted to the crankshaft via the internal gear and the external pinion gear.

Further, the present applicant has obtained a US patent for a double-acting piston engine which is improved for the purpose of improving the strength and lubricity of the double-acting piston engine (see Patent Document 2). Further, the present applicant has disclosed a double-acting piston engine in Patent Document 3 that can efficiently convert the reciprocating motion of the piston into the rotational motion of the crankshaft and that can be stably operated even at a low speed.
Japanese Patent Publication No.51-35645 US Pat. No. 5,347,960 JP 2004-162590 A

  By the way, as shown in the heat chart of FIG. 25, the net work in the four-cycle gasoline engine which is an internal combustion engine is about 28% as the thermal efficiency, the cooling loss is 28.5%, the exhaust loss is 34%, and the mechanical loss. And the radiation loss is about 9.5%. Therefore, the inventor of the present application has conducted research and development to further improve the thermal efficiency of the engine.

  The present invention has been made in view of such a problem, and an object thereof is to provide an engine capable of improving thermal efficiency.

  In order to achieve such an object, a multi-hybrid engine according to the present invention is supported so as to be rotatable about a crank central axis, and a crank pin centered on a pin central axis extending in parallel and decentered by a predetermined distance from the crank central axis. A crankshaft having a cylinder, a cylinder having a cylinder chamber disposed on an axis perpendicular to the center axis of the crank, a piston slidably disposed in the cylinder chamber and connected to the crankpin, and fixed to the piston And a rotor rotatably slidably disposed in a cylindrical opening formed with the rotor center axis extending parallel to the crank center axis. The rotor includes a connection body. An eccentric hole that is eccentric by the same distance as the predetermined distance is formed from the rotor central axis that is the center of rotation with respect to By engaged, the piston is constituted by a plurality of configured piston mechanism to be coupled to the crank pin via the connecting member and the rotor.

  And the 1st piston mechanism (for example, 1st piston mechanism 10 in an embodiment) which constitutes a plurality of piston mechanisms is constituted so that it may operate using the pressure of combustion gas, and from the 1st piston mechanism A second piston mechanism (for example, the embodiment) having a water vapor generating device (for example, the water vapor generating system 5 in the embodiment) that generates heat using the heat of the exhaust gas that has been discharged, and constituting a plurality of piston mechanisms. The third piston mechanism 30) is configured to operate using the pressure of water vapor generated by the water vapor generator.

  Further, in the above-described invention, the turbine driven to rotate using the exhaust gas discharged from the first piston mechanism, and the gas in the cylinder chamber of the second piston mechanism that operates using the rotational force of the turbine. And an impeller capable of sucking the air toward the outside of the cylinder chamber.

  According to the present invention, it has a water vapor generating device that generates water vapor using the heat of the exhaust gas discharged from the first piston mechanism, and the second piston mechanism reduces the pressure of the water vapor generated by the water vapor generating device. Since the exhaust gas (exhaust heat) discharged from the first piston mechanism can be used effectively by being configured to operate using the engine, the thermal efficiency of the engine can be further improved.

  Further, the turbine is driven to rotate using the exhaust gas discharged from the first piston mechanism, and operates using the rotational force of the turbine, and the gas in the cylinder chamber in the second piston mechanism is transferred to the outside of the cylinder chamber. In the exhaust stroke of the second piston mechanism, gas (water vapor) in the cylinder chamber is efficiently discharged outside the cylinder chamber by the impeller in the exhaust stroke of the second piston mechanism. Therefore, it is possible to improve the output of the second piston mechanism while effectively using the exhaust gas discharged from the first piston mechanism.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. A multi-hybrid engine ENG according to the present invention is shown in FIGS. The multi-hybrid engine ENG mainly includes a first internal combustion engine 1 and a second internal combustion engine 2, and a first steam engine 3 and a second steam engine 4 arranged in parallel with the first internal combustion engine 1 and the second internal combustion engine 2. Configured.

  The first internal combustion engine 1 is a four-cycle internal combustion engine that uses natural gas (hydrogen gas may be used) as fuel, and is mainly composed of a first piston mechanism 10 that operates using the pressure of the combustion gas. . As shown in FIG. 2, the first piston mechanism 10 is configured by a pair of left and right first cylinders 101 and 102 facing each other with a first crankshaft 160 interposed therebetween. The left first cylinder 101 and the right first cylinder 102 have left and right first cylinder bodies 110 and 120, whose inner ends are opposed to each other, and left and right first cylinder bodies 110 and 120 attached to the outer ends of the cylinder bodies 110 and 120, respectively. The first cylinder heads 112 and 122 are included.

  A left intake port 113 and a left exhaust port 114 are formed in the left first cylinder head 112, and an intake-side rotary valve 117 is rotatably attached to an end portion of the left intake port 113, and an end portion of the left exhaust port 114 The exhaust-side rotary valve 118 is rotatably attached. The intake-side rotary valve 117 is a rotary valve having a communication hole 117a penetrating in the diametrical direction, and rotates the left intake port 113 at a predetermined timing by rotating at a 1/4 rotation speed of the first crankshaft 160. It is designed to open and close. The exhaust-side rotary valve 118 is also a rotary valve having a communication hole 118a penetrating in the diametrical direction, and rotates the left exhaust port 114 at a predetermined timing by rotating at a 1/4 rotation speed of the first crankshaft 160. It is designed to open and close. A spark plug 119 is attached to the center of the left first cylinder head 112 as shown.

  A right intake port 123 and a right exhaust port 124 are formed in the right first cylinder head 122. Like the left first cylinder head 112, an intake side rotary valve 127 having a communication hole 127a at the end of the right intake port 123 is formed. The exhaust-side rotary valve 128 having a communication hole 128a at the end of the right exhaust port 124 is rotatably attached. A spark plug 129 is attached to the center of the right first cylinder head 122 as shown. In addition, ceramic (which may be heat-resistant resin) is welded to the inner surfaces of the intake ports 113 and 123 and the exhaust ports 114 and 124 to enhance the heat insulation effect. As a result, the temperature of the exhaust gas rises, but since this exhaust gas is used as a heat source for generating water vapor in the first and second steam engines 3 and 4 described later, an improvement in the thermal efficiency of the engine can be expected. .

  The left and right first cylinder bodies 110 and 120 respectively have first cylinder bores of the same diameter that penetrate in a direction perpendicular to the rotation center axis C11 of the first crankshaft 160 (hereinafter referred to as the first crank center axis C11). 110a and 120a are formed, and the left and right first cylinder bores 110a and 120a are covered with the left and right first cylinder heads 112 and 122, respectively, and the left first cylinder chamber 115 is opposed to the first crankshaft 160. A right first cylinder chamber 125 is formed. These left and right first cylinder chambers 115 and 125 are formed coaxially.

  A first piston assembly 103 is slidably fitted in the left and right first cylinder chambers 115 and 125. The first piston assembly 103 includes a first coupling body 130, a pair of left and right first pistons 150 and 150 coupled to the left and right ends of the first coupling body 130 by pins 158, and the first coupling body 130. The first rotor assembly 140 is rotatably arranged. The pair of left and right first pistons 150 and 150 are inserted into the first cylinder chambers 115 and 125 so as to slide into the left and right first cylinder bores 110a and 120a, respectively, and are integrally connected to the first coupling body 130. Thus, the inside of the first cylinder chambers 115 and 125 can be reciprocated in the cylinder central axis direction.

  The pair of left and right first pistons 150, 150 have the same shape and are formed as shown in FIG. The first piston 150 includes a cylindrical head portion 151 that is slidably engaged with the cylinder bores 110a and 120a, a pair of arcuate slipper portions 152 and 152 extending rearward from both upper and lower sides of the head portion 151, and the pair of slipper portions. It is integrally formed with ribs 153 and 153 formed on the rear side of the head portion 151 by connecting between 152 and 152. Three ring grooves 151a, 151b, 151c (piston ring groove and oil ring groove) are formed on the outer peripheral surface of the head portion 151. Further, the rib 153 is formed with an insertion groove 153a extending vertically, and a pair of upper and lower connection holes 153b are formed across the insertion groove 153a. Note that the outer peripheral surface of the head portion 151 and the outer peripheral surface of the slipper portion 152 form a cylindrical surface that slides on the cylinder bores 110a and 120a.

  As shown in FIGS. 6 to 8, the first connection body 130 (the connection body is also referred to as a piston connector) includes a ring-shaped rim portion 131 and a pair of connections extending from the rim portion 131 to the left and right sides. Arm wall 133. The rim portion 131 has a cylindrical opening, and a shoulder portion 132 that protrudes toward the inner peripheral side is integrally formed on one side in the thickness direction of the inner peripheral surface 131a of the cylindrical opening. An internal gear 132a composed of a plurality of teeth is formed at each location. Each connection arm wall 133 is formed with a pair of upper and lower connection holes 133a. Further, arcuate guide portions 135 that are slidably engaged with the cylinder bores 110a and 120a are formed at two locations on the outer peripheral side of the rim portion 131. A notch 135 a is provided at one end of the guide portion 135, and first lubrication holes 135 b that communicate the notch 135 a and the inner peripheral surface 131 a of the rim portion 131 are formed.

  The connecting arm wall 133 is inserted into the insertion groove 153a formed in the rib 153 of the piston 150, and the pin 158 is inserted into the connecting holes 133a and 153b, and the first piston 150 is connected to the first connecting body as shown in FIG. 130 is coupled to both sides. At this time, the slipper part 152 of each piston 150 abuts on the guide part 135 of the first coupling body 130. In this state, the piston head portion 151, the slipper portion 152, and the outer peripheral surface of the guide portion 135 are arranged on the same circumference and can be slid onto the cylinder bores 110a and 120a.

  As shown in FIG. 9, the first rotor assembly 140 is configured by connecting a main rotor member 141 and a sub-rotor member 142 with a pair of left and right bolts 143, and is formed in a cylindrical shape having a cylindrical outer peripheral surface 145. . A first eccentric hole 144 having a central axis C12 (hereinafter referred to as a first pin central axis C12) that is eccentric by a distance e1 from a central axis C13 (hereinafter referred to as a first rotor central axis C13) of the cylindrical outer peripheral surface 145 is provided. The first rotor assembly 140 (each rotor member 141, 142) is formed. The coupling surface between the main rotor member 141 and the sub-rotor member 142 and the first pin central axis C12 overlap. A counterbore 142b for the head of the bolt 143 is formed in the sub-rotor member 142, and a small lubricating hole 142a penetrating from the counterbore 142b to the first eccentric hole 144 is formed in the sub-rotor member 142. . In addition, a lubricating groove 145a is formed on the outer circumferential surface 145 of the cylinder.

  In the main rotor member 141, a pair of left and right roller arrangement spaces 141a opened on one side surface are formed in a symmetrical shape. In each roller arrangement space 141a, there are arranged a main roller 146 rotatably supported by a support pin 146a and a pair of sub-rollers 147 each rotatably supported by a support pin 147a. A cover 149 is fixed to the side surface of the main rotor member 141 by bolts 149a so as to cover the pair of left and right roller arrangement spaces 141 and 141. Here, the support pin 146a of the main roller 146 is fixed to the main rotor member 141 and the cover 149 by a bolt 146b, and the main roller 146 is rotatably and loosely fitted onto the support pin 146a. .

  Further, a torsion coil spring 148 is attached to the bolt 146b on the cover 149, and both leg portions 148a and 148a project into the roller installation space 141 through the opening of the cover 149 and engage with the support pin 147a of the sub roller 147. Match. A torsion coil spring 148 (a plate spring or the like may be used) is a spring in which a biasing force acts in a direction in which the leg portions 148a and 148a close, that is, in a direction indicated by an arrow A in FIG. The sub rollers 147 and 147 are urged to approach each other. The roller arrangement space 141 includes a main opening 141 a that opens to the first eccentric hole 144 of the main rotor member 141 to expose the outer peripheral surface of the main roller 146, and an outer periphery of the sub roller 147 that opens to the cylindrical outer peripheral surface 145. Sub-openings 141b and 141b for exposing the surface are formed. The sub opening 141b is formed in a long hole shape so that the sub roller 147 can slide in the direction indicated by the arrow A. The rollers 146 and 147 and the torsion coil spring 148 constitute an interlocking rotation mechanism that rotates the first rotor assembly 140 in conjunction with the rotation of the first crank pin 161.

  The cylindrical outer peripheral surface 145 of the first rotor assembly 140 is dimensioned to slide freely on the inner peripheral surface 131a of the rim portion 131 of the first coupling body 130, and the first eccentric hole 144 is the first crank of the first crankshaft 160. It is the dimension which makes the pin 161 slide freely. Therefore, as shown in FIG. 1, the first rotor assembly 140 is attached to the first crankpin 161 so that the first crankpin 161 is rotatably slidably engaged in the first eccentric hole 144, and the first The rotor assembly 140 is rotatably slidably engaged with the inner peripheral surface 131a of the rim portion 131 of the first coupling body 130. As a result, the first piston assembly 103 is coupled to the first crankpin 161 via the first coupling body 130 and the first rotor assembly 140 and is movable in the first cylinder chambers 115 and 125 in the axial direction. It will be in the state where it was inserted and arranged.

  When the first crank pin 161 is slidably slidably engaged with the first eccentric hole 144 and the first rotor assembly 140 is slidably slidably engaged with the inner peripheral surface 131a of the first coupling body 130 as described above, The outer peripheral surface of the roller 146 contacts the outer peripheral surface of the first crank pin 161 through the main opening 141a, and the outer peripheral surface of the sub rollers 147 and 147 is in contact with the inner peripheral surface 131a of the first coupling body 130 through the sub openings 141b and 141b. Abut. At this time, the sub-rollers 147 and 147 are pushed so as to approach each other by the biasing of the torsion coil spring 148, and the outer peripheral surface of the main roller 146 and the outer peripheral surface of the first crank pin 161 and the outer peripheral surface of the sub-rollers 147 and 147. And the contact state between the inner peripheral surface 131a of the first coupling body 130 are maintained.

  By biasing the sub rollers 147 and 147 by the torsion coil spring 148 in this way, the position of the first rotor assembly 140 relative to the first crank pin 161 can be held at a desired position. For example, when the first crank pin 161 is rotationally driven, the rotation angle of the first crank pin 161 and the first angle corresponding to the clearance between the support pin 146a and the main roller 146 and the clearance between the support pin 147a and the sub roller 147 are increased. Although there is a difference (advance angle difference) from the rotation angle of one rotor assembly 140, both rollers 146 and 147 are returned to predetermined positions by the biasing force of the torsion coil spring 148 when the rotational driving force is released, and the desired position Reset to. The force acting in the direction perpendicular to the axis from the first crank pin 161 is received by the inner peripheral surface 131a of the first coupling body 130 via the rollers 146 and 147, that is, each roller serves as a bearing. Therefore, the strength and durability of the first crank pin 161 can be improved. When the first crank pin 161 is rotated, the sub rollers 147 and 147 are fastened to one end side of the sub openings 141b and 141b, respectively, due to the winding effect of the main roller 146.

  The first crankshaft 160 is shown in detail in FIG. 10, and the first crankshaft 160 is rotatable about the first crank central axis C11 and supported by the left and right first cylinder bodies 101 and 102. . The first pin central axis C12, which is the central axis of the first crankpin 161, is eccentric from the first crank central axis C11 by a distance e1, and an external gear 162 having a plurality of teeth is provided on one side of the first crankpin 161. Is formed. The eccentric distance e1 between the first crank central axis C11 and the first pin central axis C12 is equal to the eccentric distance e1 between the first pin central axis C12 and the first rotor central axis C13 in the first rotor assembly 140. The diameter of the first crank pin 161 is ½ of the diameter of the inner peripheral surface 131a of the first connecting body 130.

  In the first piston mechanism 10 (first internal combustion engine 1) having the above-described configuration, the rotation of the first crankshaft 160 is performed via the first rotor assembly 140 attached to the first crankpin 161 through the first coupling body. 130, that is, the first piston assembly 103 is converted into a reciprocating motion in the left and right first cylinder chambers 115, 125. At this time, the first rotor assembly 140 rotates relative to the first crankshaft 160 in the opposite direction, but the rotational driving force of the first crankshaft 160 is generated by the rotation interlocking mechanism including the rollers 146 and 147 and the torsion coil spring 148. Since the first rotor assembly 140 is transmitted so as to rotate in the opposite direction, the rotation of the first crankshaft 160 is smoothly converted into a motion for reciprocating the first piston assembly 103. The reciprocating width of the first piston assembly 103 is four times the eccentric distance e1 because the first rotor assembly 140 rotates relative to the first crankshaft 160 in the opposite direction.

  Further, as described above, in the first piston mechanism 10, the left first cylinder chamber 115 and the right first cylinder chamber 125 are opposed to each other so as to sandwich the first crankshaft 160, and the left and right first cylinder chambers 115, 125 are disposed. This is a so-called double-acting piston mechanism in which the first piston assembly 103, that is, the left and right first pistons 150, 150 are slidably fitted and disposed. Compared with the piston mechanism), the size can be reduced by about 1/5 to 1/6. Therefore, even if it is used in a high-efficiency operation region with a low output, it is possible to reduce the size by about 1/3 in this embodiment.

  The second internal combustion engine 2 is a four-cycle internal combustion engine that uses natural gas (hydrogen gas may be used) as fuel, and is mainly composed of a second piston mechanism 20 that operates using the pressure of the combustion gas. . The second piston mechanism 20 has the same configuration as the first piston mechanism 10, and detailed illustration and description thereof will be omitted.

  The first steam engine 3 uses water vapor generated by using the heat of exhaust gas from the first internal combustion engine 1 (first piston mechanism 10) and the second internal combustion engine 2 (second piston mechanism 20). This is an engine that operates, and mainly includes a third piston mechanism 30 that operates by using the pressure of water vapor generated by a water vapor generation system 5 (see FIG. 4), which will be described in detail later. As a result, the exhaust gas (exhaust heat) discharged from the first internal combustion engine 1 (first piston mechanism 10) and the second internal combustion engine 2 (second piston mechanism 20) can be used effectively, and therefore the thermal efficiency of the engine. Can be further improved. The third piston mechanism 30 has the same configuration as that of the first piston mechanism 10, and is configured by a pair of left and right third cylinders 301 and 302 facing each other with the third crankshaft 360 interposed therebetween, as shown in FIG. Has been. The left third cylinder 301 and the right third cylinder 302 have left and right third cylinder bodies 310 and 320 that are coupled with their inner ends facing each other, and left and right third cylinder bodies 310 and 320 that are attached to the outer ends of the cylinder bodies 310 and 320, respectively. The third cylinder heads 312 and 322 are included.

  The left third cylinder head 312 is formed with a left intake port 313 and an upper left exhaust port 314a and a lower left exhaust port 314b that are connected to each other, and a rotary steam valve 317 is rotatable at the end of the left intake port 313. The exhaust-side rotary valve 318 is rotatably attached to the ends of the upper left exhaust port 314a and the lower left exhaust port 314b. The left intake port 313 is connected to the water vapor generation system 5 (see FIG. 4), and liquefied water vapor (high-temperature high-pressure water) is supplied from the water vapor generation system 5.

  The rotary steam valve 317 is a rotary valve having a communication hole 317a penetrating in the diameter direction, and a space portion 317b that is a substantially spherical water reservoir formed in the center of the communication hole 317a, and is a third crankshaft 360. Thus, the left intake port 313 is opened and closed at a predetermined timing. The exhaust side rotary valve 318 is a rotary type valve having a communication hole 318a penetrating in the diametrical direction. The exhaust side rotary valve 318 rotates at half the rotational speed of the third crankshaft 360, so The left exhaust port 314b is opened and closed at a predetermined timing.

  The right third cylinder head 322 includes a right intake port 323 and an upper right exhaust port 324a and a lower right exhaust port 324b that are connected to each other in the middle. A rotary steam valve 327 having a communication hole 327a at its end and a space 327b that is a substantially spherical water reservoir is rotatably mounted, and a communication hole 328a is provided at the ends of the upper right exhaust port 324a and the lower right exhaust port 324b. Exhaust-side rotary valves 328 having the above are attached rotatably. The right intake port 323 is connected to the water vapor generation system 5 (see FIG. 4), and liquefied water vapor (high-temperature high-pressure water) is supplied from the water vapor generation system 5. In addition, ceramic is welded to the inner surface of each intake port and exhaust port to enhance the heat insulation effect.

  The left and right third cylinder bodies 310 and 320 respectively have third cylinder bores of the same diameter penetrating in a direction perpendicular to the rotation center axis C31 of the third crankshaft 360 (hereinafter referred to as the third crank center axis C31). 310a and 320a are formed, and the left and right third cylinder bores 310a and 320a are covered with the left and right third cylinder heads 312 and 322, respectively, and the left third cylinder chamber 315 facing each other with the third crankshaft 360 interposed therebetween. A right third cylinder chamber 325 is formed. These left and right third cylinder chambers 315 and 325 are formed coaxially.

  A third piston assembly 303 is slidably fitted in the left and right third cylinder chambers 315 and 325. Similar to the first piston assembly 103, the third piston assembly 303 includes a third connecting body 330 and a pair of left and right third pistons 350, 350 coupled to the left and right ends of the third connecting body 330 by pins 358. And a third rotor assembly 340 rotatably disposed in the third coupling body 330.

  Similarly to the first pistons 150 and 150, the pair of left and right third pistons 350 and 350 are inserted into the third cylinder chambers 315 and 325 so as to slide into the left and right third cylinder bores 310a and 320a, respectively. In a state of being coupled to the coupling body 330, the three cylinder chambers 315 and 325 can be reciprocated in the direction of the center axis of the cylinder. The third coupling body 330 is formed in the same manner as the first coupling body 130, and the third rotor assembly 340 has the third rotor central axis C <b> 33 on the inner peripheral surface 331 a of the cylindrical opening formed in the third coupling body 330. It is slidably engaged with the center.

  Similar to the first rotor assembly 140, the third rotor assembly 340 is formed in a cylindrical shape having a cylindrical outer peripheral surface (not shown), and the third rotor assembly 340 includes a third rotor that serves as a central axis of the cylindrical outer peripheral surface. A third eccentric hole 344 having a central axis C32 that is eccentric from the rotor central axis C33 by a distance e3 (that is, the third pin central axis C32) is formed. Then, the third piston assembly 303 is attached to the third connecting body 330 by attaching the third rotor assembly 340 to the third crank pin 361 so that the third crank pin 361 is slidably engaged in the third eccentric hole 344. In addition, the third crank pin 361 is connected to the third rotor assembly 340 through the third rotor assembly 340.

  The third crankshaft 360 is formed in the same manner as the first crankshaft 160, is rotatable about the third crank central axis C31, and is supported by the left and right third cylinder bodies 301 and 302. The third pin center axis C32, which is the center axis of the third crank pin 361, is eccentric from the third crank center axis C31 by a distance e3, and the eccentric distance e3 between the third crank center axis C31 and the third pin center axis C32. Is equal to the eccentric distance e3 between the third pin central axis C32 and the third rotor central axis C33 in the third rotor assembly 340.

  In the third piston mechanism 30 (first steam engine 3) configured as described above, the rotation of the third crankshaft 360 is attached to the third crankpin 361 in the same manner as the first piston mechanism 10. Via the rotor assembly 340, the third coupling body 330, that is, the third piston assembly 303 is smoothly converted into a movement that reciprocates in the left and right third cylinder chambers 315 and 325. The reciprocating width of the third piston assembly 303 is four times the eccentric distance e3 because the third rotor assembly 340 rotates relative to the third crankshaft 360 in the opposite direction. In the present embodiment, the area (diameter) of the third piston 350 is equal to the area (diameter) of the first piston 150, but may be changed as necessary.

  Further, as described above, in the third piston mechanism 30, the left third cylinder chamber 315 and the right third cylinder chamber 325 are disposed so as to sandwich the third crankshaft 360, and the left and right third cylinder chambers 315, 325 are disposed. This is a so-called double-acting piston mechanism in which the third piston assembly 303, that is, the left and right third pistons 350, 350 are slidably fitted and disposed. Compared with the piston mechanism), the size can be reduced by about 1/5 to 1/6. Therefore, even if it is used in a high-efficiency operation region with a low output, it is possible to reduce the size by about 1/3 in this embodiment.

  The second steam engine 4 uses water vapor generated by utilizing the heat of the exhaust gas from the first internal combustion engine 1 (first piston mechanism 10) and the second internal combustion engine 2 (second piston mechanism 20). It is an engine that operates, and is mainly composed of a fourth piston mechanism 40 that operates by using the pressure of water vapor generated by a water vapor generation system 5 (see FIG. 4), which will be described in detail later. As a result, the exhaust gas (exhaust heat) discharged from the first internal combustion engine 1 (first piston mechanism 10) and the second internal combustion engine 2 (second piston mechanism 20) can be used effectively, and therefore the thermal efficiency of the engine. Can be further improved. The fourth piston mechanism 40 has the same configuration as the third piston mechanism 30, and detailed illustration and description thereof are omitted.

  Incidentally, as shown in FIG. 3, the first crankshaft 160 configures the second piston mechanism 20 so that the first crank center axis C11 and the second crank center axis C21 of the second piston mechanism 20 are coaxial. The first crankshaft 160 and the second crankshaft 260 are coaxially connected to form the first crankshaft assembly 60. Yes. As a result, as shown in FIG. 1, the first piston mechanism 10 (first internal combustion engine 1) and the first piston mechanism 10 on the axis line of the first crankshaft assembly 60 (that is, on the first and second crank center axes C11, C21). A two-piston mechanism 20 (second internal combustion engine 2) is arranged side by side. As shown in FIG. 3, the first pin central axis C12 (first crank pin 161) is the first crank central axis with respect to the second pin central axis C22 (second crank pin 261) of the second piston mechanism 20. The first crankshaft 160 and the second crankshaft 260 are connected so as to be positioned at a position relatively rotated by 180 degrees around C11 (second crank center axis C21).

  Further, as shown in FIG. 3, the third crankshaft 360 constitutes the fourth piston mechanism 40 so that the third crank center axis C31 and the fourth crank center axis C41 of the fourth piston mechanism 40 are coaxial. The third crankshaft 360 and the fourth crankshaft 460 are coaxially connected to form the second crankshaft assembly 65. Yes. As a result, as shown in FIG. 1, the third piston mechanism 30 (first steam engine 3) and the second piston mechanism 30 on the axis line of the second crankshaft assembly 65 (that is, on the third and fourth crank central axes C31 and C41). A 4-piston mechanism 40 (second steam engine 4) is arranged side by side. As shown in FIG. 3, the third pin central axis C32 (third crank pin 361) is the third crank central axis with respect to the fourth pin central axis C42 (fourth crank pin 461) of the fourth piston mechanism 40. The third crankshaft 360 and the fourth crankshaft 460 are connected so as to be positioned at a position relatively rotated by 180 degrees around C31 (fourth crank center axis C41).

  As shown in FIG. 1, the axis of the first crankshaft assembly 60 (first and second crank center axes C11 and C21) is the same as the axis of the second crankshaft assembly 65 (third and fourth crank center axes C31, C31, C41), the first piston mechanism 10 is arranged in a direction perpendicular to the axis of the second crankshaft assembly 65 with respect to the third piston mechanism 30, and the second piston mechanism 20 is The fourth piston mechanism 40 is arranged side by side in a direction perpendicular to the axis of the second crankshaft assembly 65. As a result, the center of gravity G of the engine (see FIG. 1) can be positioned in the center of the engine, so that a balancer or the like is not required, and the engine can be downsized.

  The first cylinders 101 and 102 (first piston mechanism 10), the second cylinders 201 and 202 (second piston mechanism 20), and the third cylinders 301 and 302 (third piston mechanism 30) configured in each piston mechanism. The fourth cylinders 401 and 402 (fourth piston mechanism 40) are formed integrally with each other to constitute the cylinder assembly 70. In addition, a synchro drive gear (see FIG. 5) capable of synchronously rotating the first and second crankshaft assemblies 60 and 65 at the end portions of the first and third crankshafts 160 and 360 projecting outside the cylinder assembly 70. Etc.) are attached.

  Next, a steam generation system 5 for supplying steam to the first steam engine 3 and the second steam engine 4 will be described with reference to FIG. In FIG. 4, for ease of explanation, the first internal combustion engine 1 and the first steam engine 3 are shown inverted in the vertical direction. The steam generation system 5 mainly includes a reserve tank 501 in which water is stored, and a primary heat exchanger 510 and a secondary heat exchanger 520 for heating water supplied from the reserve tank 501.

In the primary heat exchanger 510, a first heat exchange pipe 512 made of stainless steel formed in a spiral shape is cast into a thick part of an exhaust pipe 511 through which exhaust gas discharged from a turbine unit 550 described later passes. When the water from the reserve tank 501 passes through the first heat exchange pipe 512, the water passing through the first heat exchange pipe 512 using the heat of the exhaust gas passing through the exhaust pipe 511 is used. By heating, the water from the reserve tank 501 is heated by the primary heat exchanger 510. And the water heated using the primary heat exchanger 510 is sent to the secondary heat exchanger 520 using the 1st pressurization pump 502. FIG. At this time, the pressure of the water sent to the secondary heat exchanger 520 using the first pressurizing pump 502 is set to about 6 to 16 kgf / cm ² , for example. Note that the first heat exchange pipe 512 is prevented from being ruptured by casting the spiral first heat exchange pipe 512 into the thick portion of the exhaust pipe 511. The first pressurizing pump 502 is a gear pump driven by a motor (not shown), and is, for example, about 0.05 to 0.2 ml (high pressure) while the third piston assembly 303 of the first steam engine 3 reciprocates once. Of water).

  The secondary heat exchanger 520 has a wall thickness of the exhaust manifold 521 through which exhaust gas discharged from the left exhaust port 114 and the right exhaust port 124 of the first internal combustion engine 1 (and the exhaust port of the second internal combustion engine 2) passes. A stainless steel second heat exchange pipe 522 formed in a spiral shape is cast into the part, and the high-pressure water from the primary heat exchanger 510 (first pressure pump 502) is the second. When passing through the heat exchange pipe 522, the heat of the exhaust gas passing through the exhaust manifold 521 is used to heat the water passing through the second heat exchange pipe 522, whereby the primary heat exchange is performed by the secondary heat exchanger 520. Water from the vessel 510 is heated. Then, the high-temperature and high-pressure water heated using the secondary heat exchanger 520 is sent to the left intake port 313 and the right intake port 323 of the first steam engine 3 (and the intake port of the second steam engine 4). It is like that. In this manner, the high-temperature and high-pressure water sent to the left intake port 313 and the right intake port 323 is supplied to the left and right third cylinder chambers 315 and 325 (and each of the second steam engine 4 in which the pressure is relatively reduced). It is vaporized into water vapor in the cylinder chamber). Note that the second heat exchange pipe 522 is prevented from being ruptured by casting a spiral second heat exchange pipe 522 into the thick portion of the exhaust manifold 521.

  By the way, the turbine unit 550 separates water vapor from an exhaust turbine 551 provided on one end side of the turbine shaft 552, an impeller 553 provided on the other end side of the turbine shaft 552, and exhaust gas that rotationally drives the exhaust turbine 551. The main component is a water vapor separation device 560. The exhaust turbine 551 is configured to be rotationally driven using the exhaust gas discharged from each exhaust port of the first internal combustion engine 1 (and the second internal combustion engine 2), and the rotation of the exhaust turbine 551. The turbine shaft 552 and the impeller 553 are rotated using the force. The exhaust gas discharged from each exhaust port of the first internal combustion engine 1 (and the second internal combustion engine 2) passes through the secondary heat exchanger 520 and the catalyzer 508 that purifies the exhaust gas, and then is exhausted. 551 is reached.

  The turbine shaft 552 is connected to the first or second crankshaft assembly 60, 65 using a gear mechanism or the like (not shown), and the crankshaft assemblies 60, 65 ( It is configured to be drivable. This can be expected to improve engine output.

  As described above, the impeller 553 is rotationally driven by the exhaust turbine 551, and the gas in each cylinder chamber in the first and second steam engines 3 and 4 (third and fourth piston mechanisms 30 and 40) is transferred to the outside of the cylinder chamber. It is configured to be able to suck toward For example, when the upper right exhaust port 324a and the lower right exhaust port 324b of the first steam engine 3 (third piston mechanism 30) are opened, the gas in the right cylinder chamber 325 in the first steam engine 3 ( Steam) is sucked into the impeller 553 and sent to the reserve tank 501 from the upper right exhaust port 324a and the lower right exhaust port 324b.

Thereby, in the exhaust stroke in the first and second steam engines 3 and 4 (third and fourth piston mechanisms 30 and 40), the gas (water vapor) in the cylinder chamber is efficiently discharged to the outside of the cylinder chamber by the impeller 553. Therefore, the exhaust gas discharged from the first and second internal combustion engines 1 and 2 (first and second piston mechanisms 10 and 20) is effectively used while the first and second steam engines 3 and 4 ( The output of the third and fourth piston mechanisms 30, 40) can be improved. The pressure in the reserve tank 501 is set to about ² to 3 kgf / cm ² , and the water vapor sent to the reserve tank 501 using the impeller 553 is stored in the reserve tank 501 in a state of being liquefied into water. .

  The water vapor separator 560 is configured to separate water vapor (water) from exhaust gas that rotates at high speed by rotating the exhaust turbine 551 using, for example, the principle of centrifugal separation, and the water vapor separated from the exhaust gas. (Water) passes through the cooling device 504 and is sent to the water collection tank 505. Note that the water vapor separated from the exhaust gas is liquefied into water by the cooling device 504. Then, the water stored in the water collection tank 505 is sent to the reserve tank 501 using the second pressurizing pump 506. Thereby, since water is supplied to the reserve tank 501 from the outside (exhaust gas) using the water vapor separator 560, the trouble of replenishing the reserve tank 501 with water can be saved and the maintainability is improved. Further, it is not necessary to separately provide a large device for replenishing the reserve tank 501 with water, and the engine can be downsized. This is particularly effective for automobiles and aircraft engines that involve movement. The second pressurizing pump 506 is driven by a motor (not shown) so that when the amount of water in the reserve tank 501 falls below a predetermined value, the water stored in the water collection tank 505 is sent to the reserve tank 501 to be replenished. It has become. Further, degassing is performed at the upper portion of the water collection tank 505.

  The exhaust gas that has passed through the water vapor separator 560 passes through the exhaust pipe 511 of the primary heat exchanger 510 and is then discharged to the outside. As can be seen, the primary heat exchanger 510 and the secondary heat exchanger 520 of the steam generation system 5 are connected to the first internal combustion engine 1 (first piston mechanism 10) and the second internal combustion engine 2 (second piston mechanism 20). Water is heated using the heat of the exhaust gas that has been discharged, and the water is discharged from the first internal combustion engine 1 (first piston mechanism 10) and the second internal combustion engine 2 (second piston mechanism 20). Effective use of exhaust gas (exhaust heat).

  In the multi-hybrid engine ENG configured as described above, the operations of the first internal combustion engine 1 (first piston mechanism 10) and the first steam engine 3 (third piston mechanism 30) will be described with reference to FIGS. To do. In addition, since each piston mechanism is left-right symmetrical and performs the same operation | movement on right and left, in this embodiment, it demonstrates centering around the action | operation of the right side part of each piston mechanism. Further, the second internal combustion engine 2 (second piston mechanism 20) has the same configuration as the first internal combustion engine 1 (first piston mechanism 10), and performs the same operation, so the description thereof is omitted in this embodiment. Further, the second steam engine 4 (fourth piston mechanism 40) has the same configuration as the first steam engine 3 (third piston mechanism 30), and performs the same operation, so the description thereof is omitted in this embodiment.

  In FIG. 11, the first piston 150 on the right side configured in the first internal combustion engine 1 is located at the top dead center, and the crank angle at this time is 0 degree. In the intake stroke of the first internal combustion engine 1, as shown in FIGS. 11 to 13 in order, the first crankshaft 160 rotates until the crank angle reaches 0 to 180 degrees, and the first piston 150 on the right side is top dead. Moving from the point to the bottom dead center (to the left), a mixed gas of natural gas and air is sucked into the right first cylinder chamber 125 from the right intake port 123. During this time, the intake-side rotary valve 127 rotates 45 degrees (that is, 1/4 of the first crankshaft 160) while opening the right intake port 123 through the communication hole 127a, and the exhaust-side rotary valve 128 The exhaust port 124 rotates 45 degrees (that is, 1/4 of the first crankshaft 160) while closing the exhaust port 124. The intake-side rotary valve 127 starts to open the right intake port 123 when the crank angle is 20 degrees before the top dead center of the first piston 150, and the crank angle is 30 degrees from the bottom dead center of the first piston 150. The right intake port 123 is closed at the point of advancement.

  On the other hand, in FIG. 11, the right third piston 350 configured in the first steam engine 3 is located at the bottom dead center, and as shown in FIGS. 11 to 13 in order, the crank angle is 0 degree to 180 degrees. When the first crankshaft 160 of the first internal combustion engine 1 is rotated until it reaches, the right third piston 350 moves from the bottom dead center to the top dead center (to the right), and the gas in the third cylinder chamber 325 (Steam) is discharged from the upper and lower right exhaust ports 324a, 324b to the reserve tank 501 of the steam generation system 5. That is, when the first internal combustion engine 1 is in the intake stroke, the first steam engine 3 is in the exhaust stroke.

  During this time, the rotary steam valve 327 rotates by 90 degrees (that is, ½ of the third crankshaft 360) while closing the right intake port 323, and the exhaust side rotary valves 328 and 328 are connected via the communication holes 328a. The upper and lower right exhaust ports 324a and 324b are rotated by 90 degrees (that is, 1/2 of the third crankshaft 360) while being opened. The exhaust-side rotary valves 328 and 328 start to open the upper and lower right exhaust ports 324a and 324b from the time when the crank angle is 30 degrees before the bottom dead center of the third piston 350, and the crank angle is the third piston 350. The right exhaust ports 324a and 324b are closed at a point of 30 degrees from the top dead center.

  In addition, as shown in FIGS. 11-13, when the right side part of the 1st internal combustion engine 1 is an intake stroke, the left side part of the 1st internal combustion engine 1 becomes a compression stroke. Further, when the right side portion of the first steam engine 3 is in the exhaust stroke, the left side portion of the first steam engine 3 is in the expansion stroke.

  In the compression stroke of the first internal combustion engine 1, as shown in order in FIGS. 13 to 15, the first crankshaft 160 rotates until the crank angle reaches 180 degrees to 360 degrees, and the first piston 150 on the right side is dead. The gas mixture in the right first cylinder chamber 125 is compressed by moving from the point to the top dead center (to the right). During this time, the intake side rotary valve 127 further rotates by 45 degrees while closing the right intake port 123, and the exhaust side rotary valve 128 further rotates by 45 degrees while closing the right exhaust port 124.

  On the other hand, in the first steam engine 3, when the first crankshaft 160 of the first internal combustion engine 1 is rotated until the crank angle becomes 180 degrees to 360 degrees as shown in order in FIGS. As a result, water vapor is supplied from the right intake port 323 into the right third cylinder chamber 325, and the right third piston 350 moves from the top dead center to the bottom dead center (to the left) while receiving the pressure of the water vapor. . That is, when the first internal combustion engine 1 is in the compression stroke, the first steam engine 3 is in the expansion stroke. During this time, the rotary steam valve 327 further rotates by 90 degrees while opening the right intake port 323 through the communication hole 327a, and the exhaust-side rotary valves 328 and 328 close the upper and lower right exhaust ports 324a and 324b, respectively. However, it is further rotated by 90 degrees.

  When the rotary steam valve 327 opens the right intake port 323, the high-temperature and high-pressure water sent to the right intake port 323 passes through the communication hole 327a of the rotary steam valve 327 and enters the right third cylinder chamber 325. In the right third cylinder chamber 325 where the pressure is relatively lowered, the vaporization is performed. In this way, water vapor is supplied into the right third cylinder chamber 325 by the water vapor generation system 5. The rotary steam valve 327 starts to open the right intake port 323 from the time when the third piston 350 is located at the top dead center, and the right side when the crank angle advances by 90 degrees from the top dead center of the third piston 350. The intake port 323 is closed.

  In addition, as shown in FIGS. 13-15, when the right side part of the 1st internal combustion engine 1 is a compression stroke, the left side part of the 1st internal combustion engine 1 becomes a combustion stroke. When the right side portion of the first steam engine 3 is in the expansion stroke, the left side portion of the first steam engine 3 is in the exhaust stroke.

  In the combustion stroke of the first internal combustion engine 1, as shown in FIGS. 15 to 17 in order, the first crankshaft 160 rotates until the crank angle reaches 360 to 540 degrees, and the first piston 150 on the right side burns the combustion gas. It moves from top dead center to bottom dead center (to the left) while receiving the pressure of. During this time, the intake side rotary valve 127 further rotates by 45 degrees while closing the right intake port 123, and the exhaust side rotary valve 128 further rotates by 45 degrees while closing the right exhaust port 124.

  On the other hand, in the first steam engine 3, when the first crankshaft 160 of the first internal combustion engine 1 rotates until the crank angle reaches 360 degrees to 540 degrees, as shown in order in FIGS. The piston 350 moves from the bottom dead center to the top dead center (to the right), and the gas (water vapor) in the third cylinder chamber 325 moves from the upper and lower right exhaust ports 324a and 324b to the reserve tank 501 of the water vapor generation system 5. Discharged. That is, when the first internal combustion engine 1 is in the combustion stroke, the first steam engine 3 is in the exhaust stroke. During this time, the rotary steam valve 327 further rotates by 90 degrees while closing the right intake port 323, and the exhaust side rotary valves 328 and 328 open the upper and lower right exhaust ports 324a and 324b through the communication holes 328a, respectively. While rotating 90 degrees further.

  As shown in FIGS. 15 to 17, when the right side portion of the first internal combustion engine 1 is in the combustion stroke, the left side portion of the first internal combustion engine 1 is in the exhaust stroke. Further, when the right side portion of the first steam engine 3 is in the exhaust stroke, the left side portion of the first steam engine 3 is in the expansion stroke.

  In the exhaust stroke of the first internal combustion engine 1, the first crankshaft 160 rotates until the crank angle reaches 540 to 720 degrees, as shown in order in FIG. 17 to FIG. 18 and FIG. 150 moves from bottom dead center to top dead center (to the right), and the combustion gas in the right first cylinder chamber 125 passes from the right exhaust port 124 to the secondary heat exchanger 520 of the steam generation system 5 as exhaust gas. Discharged. During this time, the intake side rotary valve 127 further rotates by 45 degrees while closing the right intake port 123, and the exhaust side rotary valve 128 further rotates by 45 degrees while opening the right exhaust port 124 through the communication hole 128a. The exhaust-side rotary valve 128 starts to open the right exhaust port 124 when the crank angle is 20 degrees before the bottom dead center of the first piston 150, and the crank angle is 30 degrees from the top dead center of the first piston 150. The right exhaust port 124 is closed at the point of advancement.

  On the other hand, in the first steam engine 3, when the first crankshaft 160 of the first internal combustion engine 1 rotates until the crank angle becomes 540 degrees to 720 degrees, as shown in order in FIGS. 17 to 18 and FIG. Water vapor is supplied again from the right intake port 323 into the right third cylinder chamber 325 by the water vapor generation system 5, and the right third piston 350 receives the pressure of the water vapor, from top dead center to bottom dead center (left Move towards). That is, when the first internal combustion engine 1 is in the exhaust stroke, the first steam engine 3 is in the expansion stroke. The first internal combustion engine 1 repeats the intake stroke after the exhaust stroke, and similarly, the first steam engine 3 repeats the expansion and exhaust strokes.

  During this expansion stroke, the rotary steam valve 327 further rotates by 90 degrees while opening the right intake port 323 via the communication hole 327a, and the exhaust-side rotary valves 328 and 328 are moved to the upper and lower right exhaust ports 324a, Further rotation by 90 degrees while closing each 324b. In the first internal combustion engine 1, the intake-side rotary valve 127 and the exhaust-side rotary valve 128 rotate by 180 degrees while the first crankshaft 160 rotates until the crank angle reaches 0 to 720 degrees. In the steam engine 3, the rotary steam valve 327 and the exhaust-side rotary valve 328 rotate by 360 degrees.

  As shown in FIGS. 17 to 18 and FIG. 11, when the right side portion of the first internal combustion engine 1 is in the exhaust stroke, the left side portion of the first internal combustion engine 1 is in the intake stroke. When the right side portion of the first steam engine 3 is in the expansion stroke, the left side portion of the first steam engine 3 is in the exhaust stroke.

  According to the multi-hybrid engine ENG configured as described above, the water vapor generation system 5 that generates water vapor using the heat of the exhaust gas discharged from the first piston mechanism 10 (and the second piston mechanism 20) is provided. And the third piston mechanism 30 (and the fourth piston mechanism 40) is configured to operate using the pressure of the water vapor generated by the water vapor generation system 5, so that the first piston mechanism 10 (and the second piston mechanism 10) Since the exhaust gas (exhaust heat) discharged from the piston mechanism 20) can be used effectively, the thermal efficiency of the engine can be further improved.

  Further, the third piston mechanism 30 is operated by using the turbine 551 that is rotationally driven using the exhaust gas discharged from the first piston mechanism 10 (and the second piston mechanism 20) and the rotational force of the turbine 551. The third piston mechanism 30 (and the fourth piston mechanism) is configured by including an impeller 553 capable of sucking the gas in the cylinder chamber toward the outside of the cylinder chamber (and the fourth piston mechanism 40). 40) Since the gas (water vapor) in the cylinder chamber can be efficiently discharged outside the cylinder chamber by the impeller 553 in the exhaust stroke in 40), the exhaust discharged from the first piston mechanism 10 (and the second piston mechanism 20). Improving the output of the third piston mechanism 30 (and the fourth piston mechanism 40) while effectively using gas. Possible to become.

  In the above-described embodiment, each piston mechanism has a so-called double acting piston mechanism structure, but is not limited thereto. For example, in each piston mechanism, instead of the left cylinder, a coil in which a conducting wire is wound in a cylindrical shape parallel to the cylinder axis is disposed opposite to the right cylinder with the crankshaft interposed therebetween, and the left piston Instead, a permanent magnet that can reciprocate in the internal space of the coil may be connected to the right piston via a connecting body. In this way, it is possible to generate electricity by reciprocating the permanent magnet connected to the right piston in the internal space of the coil, so that a compact engine generator can be obtained.

  In the above-described embodiment, the second internal combustion engine 2 (second piston mechanism 20) is provided in addition to the first internal combustion engine 1 (first piston mechanism 10). However, the present invention is not limited to this. Only one internal combustion engine (first or second piston mechanism) may be provided, or three or more internal combustion engines may be provided.

  Furthermore, in the above-described embodiment, the second steam engine 4 (fourth piston mechanism 40) is provided in addition to the first steam engine 3 (third piston mechanism 30). However, the present invention is not limited to this. Only one steam engine (third or fourth piston mechanism) may be provided, or three or more steam engines may be provided.

  In the above-described embodiment, the water vapor separation device 560 that separates the water vapor from the exhaust gas is provided. However, the present invention is not limited to this, and the water vapor separation device 560 may not be provided.

  Furthermore, in the above-mentioned embodiment, the substantially spherical space portions 317b and 327b are formed in the rotary steam valves 317 and 327, but the present invention is not limited to this, and may be formed in a cylindrical shape, for example. The volume may be variable.

  In the above-described embodiment, the internal gear synchronous gear is formed on the inner peripheral surface of the cylindrical opening in the coupling body, and the external gear synchronous gear is formed on the outer peripheral surface of the crank pin. You may make it form the external-tooth synchronous gear which meshes with an internal-tooth synchronous gear and an external-tooth synchronous gear.

  For example, in the first piston mechanism 10, as shown in FIGS. 19 to 22, an internal gear synchronous gear is provided at the end of the inner peripheral surface 131 a of the cylindrical opening formed in the rim portion 131 of the first coupling body 130 ′. 131b is formed, and an external gear synchronous gear 161a is formed on the outer peripheral surface of the end portion of the first crank pin 161 in the first crankshaft 160 '. Further, as shown in FIGS. 23 to 24, cylindrical roller outer peripheral surfaces 146b and 147b are formed on the main roller 146 ′ and the sub roller 147 ′ constituting the first rotor assembly 140 ′, and the end portions thereof are formed. External tooth synchronous gears 146c and 147c are formed.

  The roller outer peripheral surface 146b of the main roller 146 'contacts the outer peripheral surface of the first crank pin 161, and the roller outer peripheral surface 147b of the sub roller 147' contacts the inner peripheral surface 131a of the first coupling body 130 '. The interlocking rotation mechanism is configured similarly to the embodiment. At this time, the external gear synchronization gear 146c of the main roller 146 'meshes with the internal gear synchronization gear 131b of the first crank pin 161, and the external gear synchronization gear 147c of the sub roller 147' is synchronized with the internal gear of the first coupling body 130 '. The gear 131b meshes with the main roller 146 ′ and the sub-roller 147 ′ to be restricted from sliding.

  In this way, the first rotor assembly 140 ′ is more reliably rotated in conjunction with the rotation of the first crankshaft 160 ′ and the first crankpin 161 (that is, the main roller 146 ′ and the sub-roller 147 ′ slide and rotate. (Without) At this time, since the winding effect by the main roller 146 ′ is surely generated when the first crank pin 161 is rotated, the torsion coil spring 148 may not be provided.

It is a side view which shows the state which removed the cylinder head of the multi-hybrid engine which concerns on this invention. It is sectional drawing which shows the 1st internal combustion engine and 1st steam engine which comprise the said multi-hybrid engine. It is a side view which shows the 1st and 2nd crankshaft assembly which comprises the said multi-hybrid engine. It is a block diagram which shows the outline | summary of the water vapor generator which comprises the said multi-hybrid engine. It is the partial cross section side view and partial cross section rear view of the 1st piston which comprise the 1st piston assembly of a 1st internal combustion engine. It is a partial cross section front view of the 1st coupling body which comprises the 1st piston assembly of a 1st internal combustion engine. It is a partial cross section side view of the 1st coupling body which comprises the 1st piston assembly of a 1st internal combustion engine. It is a fragmentary sectional top view of the 1st coupling body which comprises the 1st piston assembly of a 1st internal combustion engine. It is the partial cross section front view and side view of the 1st rotor assembly which comprise the 1st piston assembly of a 1st internal combustion engine. It is the front view, side view, and sectional drawing of the 1st crankshaft which comprise a 1st internal combustion engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional view explaining operation of the 1st internal combustion engine and the 1st steam engine. It is a fragmentary sectional front view which shows the modification of a 1st coupling body. It is a fragmentary sectional side view which shows the modification of a 1st coupling body. It is a fragmentary sectional top view which shows the modification of a 1st coupling body. It is the front view and sectional drawing which show the modification of a 1st crankshaft. It is the fragmentary sectional front view and side view which show the modification of a 1st rotor assembly. It is a side view which shows the modification of a main roller and a sub roller. It is a heat chart in the conventional 4 cycle gasoline engine.

Explanation of symbols

ENG multi-hybrid engine C11 first crank central axis C12 first pin central axis C13 first rotor central axis C21 second crank central axis C22 second pin central axis C31 third crank central axis C32 third pin central axis C33 third rotor Central axis C41 Fourth crank central axis C42 Fourth pin central axis 1 First internal combustion engine 2 Second internal combustion engine 3 First steam engine 4 Second steam engine 5 Steam generation system (steam generator)
10 First piston mechanism (first piston mechanism)
20 Second piston mechanism 30 Third piston mechanism (second piston mechanism)
40 4th piston mechanism 60 1st crankshaft assembly 65 2nd crankshaft assembly 101 Left 1st cylinder 102 Right 1st cylinder 103 1st piston assembly 115 Left 1st cylinder chamber 125 Right 1st cylinder chamber 130 1st coupling body 140 1st rotor assembly 144 1st eccentric hole 150 1st piston 160 1st crankshaft 161 1st crankpin 201 Left 2nd cylinder 202 Right 2nd cylinder 260 2nd crankshaft 261 2nd crankpin 301 Left 3rd cylinder 302 Right Third cylinder 303 Third piston assembly 315 Left third cylinder chamber 325 Right third cylinder chamber 330 Third connector 340 Third rotor assembly 344 Third eccentric hole 350 Third piston 360 Third crankshaft 361 Third clan Cupin 401 Left fourth cylinder 402 Right fourth cylinder 460 Fourth crankshaft 461 Fourth crankpin 550 Turbine unit 551 Turbine 553 Impeller

Claims (1)

A crankshaft having a crankpin centered on a pin central axis that is supported rotatably about the crank central axis and that extends eccentrically by a predetermined distance from the crank central axis; and
A cylinder having a cylinder chamber disposed on an axis perpendicular to the crank central axis;
A piston slidably disposed in the cylinder chamber and connected to the crank pin;
A connecting body fixed to the piston;
A rotor that is slidably disposed in a cylindrical opening formed in the coupling body and having a rotor central axis extending in parallel with the crank central axis;
The rotor is formed with an eccentric hole that is eccentric by the same distance as the predetermined distance from the rotor central axis that is a rotation center with respect to the coupling body, and the crank pin is rotatably coupled to the eccentric hole. A plurality of piston mechanisms configured such that the piston is connected to the crank pin via the connecting body and the rotor;
The first piston mechanism constituting the plurality of piston mechanisms is configured to operate using the pressure of the combustion gas,
A water vapor generating device that generates water vapor using heat of exhaust gas discharged from the first piston mechanism;
In the multi-hybrid engine configured such that the second piston mechanism constituting the plurality of piston mechanisms is operated using the pressure of the steam generated by the steam generator,
A turbine that is rotationally driven using exhaust gas discharged from the first piston mechanism;
And an impeller that operates using the rotational force of the turbine and can suck the gas in the cylinder chamber of the second piston mechanism toward the outside of the previous cylinder chamber. Multi-hybrid engine.

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