JPH06123235A - Ultra-high supercharge internal combustion engine - Google Patents

Abstract

PURPOSE:To increase heat efficiency in form of an ultra-high supercharge internal combustion engine having its rotary main body by providing state, curved grooves reciprocating two times in the direction opposite to the direction of a piston in which it rotates one time in the inside face of a curve groove in which an engine main body is fitted rotatably. CONSTITUTION:A combustion chamber 2 is formed between respective pistons 3a, and respective guiding holes 4b are formed in the case of an engine main body 1. Respective curved grooves 6a and 6b reciprocating two times in the direction opposite to the direction of each piston 3a in which it rotates one time are provided in a recessed state on the inside faces of respective curved groove cylinders 5a and 5b in which the engine body 1 is fitted rotatably. Furthermore, respective piston pins 7a, 7b are engaged with respective curved groove 6a and 6b through respective guiding holes 4b. An exhaust injection holes group 8 assisting rotation of the engine body 1 by means of exhaust is arranged on the external surface of the engine body 1 and a scavenging hole group 9 is arranged in inside face of the combustion chamber 2. On the other hand, an intake path 11 connecting to both intake chambers 10a is arranged in the engine body 1 and external intake paths 12b are arranged on both sides of each piston 3a.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a two-cycle internal combustion engine having a new mechanism in which a piston reciprocates and rotates together with an engine body, and the rotation of the engine body is used as power. To do.

[0002]

2. Description of the Related Art A conventional internal combustion engine has a structure in which reciprocating motion of a piston is converted into rotation of a power shaft through a crank mechanism. Therefore, the exhaust loss due to the crank engine is 35
%, Cooling loss is said to reach 30%,
It is also considered that the reciprocating motion of the piston or the like is an ideal reciprocating motion like the pendulum motion of a watch and there is no loss. This invention does not consider that the ideal reciprocating motion without loss of kinetic energy without loss is performed by the crank mechanism,
We think that there will be about 0% loss, and since it is better to prove it from the words, we are repeating the trial production in search of energy-saving reciprocating motion. In other words, we invented and obtained a patent for the simplest new mechanism that obtains power by rotating with the body of the engine while the piston reciprocates. Japanese Patent No. 1607151 rotary reciprocating piston internal combustion engine, Japanese Patent No. 1609617 aviation fuel injection internal combustion engine whose engine body rotates, Japanese Patent Publication No. 3-9290
An internal combustion engine in which the engine body rotates. The outline of these inventions is as follows. A piston is housed so as to face an engine body corresponding to a cylinder of an ordinary internal combustion engine, and a combustion chamber is formed between the pistons. The engine body is rotatably fitted onto the engine body and fixed to the engine body.A curved groove is formed on the inner peripheral surface of the cylinder, and a piston pin protruding in the diameter direction from the piston is rotatably fitted in the curved groove. Put in. A curved groove is formed so that the piston makes one rotation while making two reciprocations. Although these inventions configured as described above can obtain reciprocating motion for energy saving, there is an unsolved problem.

[0003]

However, in the rotary reciprocating piston internal combustion engine, since the capacity of the air supply chamber is very large and it is difficult to use it except for the super-high supercharged internal combustion engine, its advantages are obtained. It will be used to increase the thermal efficiency and also improve the exhaust turbine.

[0004]

[Means for Solving the Problems] As means for utilizing the advantages of the ultrahigh supercharged internal combustion engine among the above problems, by improving the piston 3 to dramatically increase the compression ratio of the air supply chamber 10, The reciprocating motion of the piston is made more energy-saving, and the scavenging angle of the supercharged internal combustion engine is further reduced.
By reducing 20 ° to 160 ° to 60 ° to 100 °, the piston 3 has more volumetric energy.
By driving a and 3b to increase the thermal efficiency and dramatically increase the scavenging pressure, the injection speed of the exhaust gas from the exhaust gas injection port group 8 is increased, and the exhaust turbine 17 is strongly driven.

Regarding the improvement of the exhaust turbine among the above-mentioned problems, it is configured by selecting or improving from those already acquired patents and patent applications.

As a means for dramatically increasing the compression ratio of the air supply chamber 10, the air supply passage used in the piston is moved to the outer periphery of the piston 3 to provide the external air supply passage 12, and the shortest and the shortest. The volume of the external air supply passage 12 is reduced, the structure is simplified, and the rear portion of the piston 3 is sealed by the rear lid 13 having a shape that easily increases the compression ratio. That is, in order to minimize the gap with the air supply chamber cover 18, the rear cover 13 and the air supply chamber cover 18 are formed so that the small piston has a combination of flat surfaces and the large piston has a combination of a convex surface and a concave surface. To do.

When the rear part of the piston 3 is sealed, the piston 3
The head cannot be cooled by air supply from inside. Therefore, the head of the piston 3 is cooled from the inside together with the curved groove by the mist of the lubricating oil. That is, as shown in FIGS. 3 and 5, the piston projection 14 is provided only on the rear lid 13 and the piston through hole 19 and the piston cavity 20 are provided to communicate with the curved groove 6 through the piston guide hole 4. The rotary reciprocating motion of the piston 3 and the piston 3 creates a mist of lubricating oil to circulate and cool the head of the piston 3 from the inside.

In order to make the exhaust turbine 17 one-way flow scavenging that strongly drives, the air supply chambers 10a, 10b are connected by the external air supply passages 12a, 12b and the air supply passage 11, and the scavenging hole group 9 shown in FIG. To the left end of the combustion chamber 2, and the exhaust injection port group 8 is provided from the right side of the inner periphery of the combustion chamber 2 to the outer periphery of the engine body 1 in an almost involute curve shape to exhaust the exhaust gas to the turbine of the exhaust turbine 17. Inject to the blade group 22.

The exhaust turbine 17 is shown in FIGS.
As shown in FIG. 11, it is rotatably fitted on the center of the engine body 1 and has a turbine blade group 22 that rotates the exhaust turbine 17 by the injection and exhaust of the exhaust injection port group 8. A gear 23 is provided, and a pair of rolling support wheels 24a, 24b having an outer diameter close to the pitch circle diameter are fixed to both sides. The rolling support wheels 24a and 24b support the exhaust turbine 17 in all directions, and the turbine-side main drive gear 23 rotates the exhaust turbine 17 to rotate the gear device 2
It is decelerated by 5 and transmitted to the engine body 1.

As shown in FIGS. 1 and 12, the gear unit 25 is housed in a state that it is pivotally supported in a gear box 26. The gear unit 25 supports the exhaust turbine 17 in all directions while decelerating its rotation to reduce the engine body. It is something to convey to 1. Therefore, 3 or more sets (6 sets in the figure) of turbine side first driven gear 27 are required.

Turbine-side support shaft 2 pivotally supported by a gear box 26
9 is shown in the upper center of FIG. 1, and the main body side support shaft 30 similarly pivotally supported is shown in the lower part. Six sets are housed in the gear box 26 with the two spindles as one set.
As shown in FIG. 12, six turbine-side support shafts 29 are respectively fixed with a turbine-side first driven gear 27 and a turbine-side first driving small gear 31 that mesh with the turbine-side main driving gear 23. The turbine-side first driven gear 27 has a pair of rolling support small wheels 28 a, 2 having an outer diameter close to the pitch circle diameter thereof.
8b is fixed to both sides to support the exhaust turbine 17 in all directions while transmitting its rotation to the engine body 1 side. The main body side support shaft 30 has a main body side second driven gear 32 that meshes with the turbine side first main driving small gear 31, and a main body side second driven small gear that meshes with a main body side driven large gear 34 that rotates the engine main body 1. Fix each 33.

[0012]

[Operation] In the supercharged internal combustion engine configured as described above, in which the engine body rotates, the rear portion of the piston 3 is enlarged and slidably fitted into the piston guide hole 4 penetrating the engine body 1. It is rarely larger than the cross-sectional area of the head of the piston 3, and its stroke volume is usually much larger than the stroke volume of the piston head, that is, about twice the stroke volume after the exhaust injection port group 8 is closed. Since it can be further increased, by increasing the compression ratio of the air supply chamber 10,
For example, by setting it to 10: 1, a large scavenging pressure can be obtained and the scavenging time can be shortened.
It is possible to easily achieve ultra-high supercharging, which is not possible with ordinary internal combustion engines, such as obtaining a large supercharging pressure. That is, a great effect can be obtained by removing the crank and connecting rod of a normal internal combustion engine and simplifying the structure.

The greatest feature of the present invention is that the internal combustion engine is constructed by energy-saving reciprocating motion. It has been proved that in a completely elastic collision, the kinetic energy does not decrease during the collision. That is, when the piston collides with the sealed gas, the pressure of the gas rises. It is clear to everyone that the reciprocating motion of the piston of a normal internal combustion engine is not a perfect elastic collision. In other words, we expect that the decrease in kinetic energy will be around 30%. Therefore, by making all the reciprocating motions of the piston completely elastic collisions, the thermal efficiency can be increased by about 30% and doubled to about 60%, and further increased by about 20% by the exhaust turbine to achieve a maximum thermal efficiency of about 80%. I am. Therefore, the piston 3 is also elastically supported by the piston pin 7 in all directions, and the reciprocating motion of the piston 3 can greatly approach the complete elastic collision by dramatically increasing the compression ratio of the air supply chamber 10. That is, by simplifying the structure,
You can obtain an ultra-high supercharged reciprocating engine with less reduction in kinetic energy, which is comparable to the perfect rotating engine, which is a dream of humankind.

The one-flow scavenging for strongly driving the exhaust turbine 17 has a great effect of preventing blow-through when the air-fuel mixture is used, and by dramatically increasing the compression ratio of the air supply chamber 10, the exhaust gas is exhausted. Because it can inject strongly, the thermal efficiency of the exhaust turbine can be increased.

[0015]

[Embodiment] The first embodiment will be described with reference to the drawings on the left and right by a and b. 1, FIG. 2, FIG. 7, FIG. 8 and FIG. 9 show an engine body 1, which corresponds to a cylinder of a normal internal combustion engine.
Reference numerals 4a and 4b denote piston guide holes, which are provided so as to face each other in the longitudinal direction of the engine body 1 with the center axis of rotation sandwiched therebetween.
Reference numeral 34 denotes a main body side driven large gear, which is fixed to the outer periphery of the engine main body 1 from the left of the central portion in FIGS. 1, 2, and 7. Reference numeral 8 denotes an exhaust injection port group, which is located on the right side of the central combustion chamber 2 when pistons 3a and 3b, which will be described later, are retracted and near the bottom dead center as shown in FIGS. The main body 1 is opened from the inner peripheral surface to the outer peripheral surface and is formed in a substantially involute curve shape as shown in FIG. The exhaust turbine 17 is driven to assist the rotation of the engine body 1 via the gear device. Reference numeral 9 denotes a scavenging hole group, which is located on the left side of the combustion chamber 2 when the pistons 3a and 3b are retracted and near the bottom dead center as shown in FIGS. Used for the engine body 1 as shown in FIG.
The air-fuel mixture is injected and scavenged at an arbitrary angle in the direction of rotation (arrow) in the direction of rotation of the air, and the air is supplied through the air supply passage 11 and the external air supply passages 12a and 12b of the pistons 3a and 3b. Contact rooms 10a, 10b. Reference numeral 21 denotes an ignition plug, which is threadedly attached to one or more of the combustion chamber 2 from the center of the outer periphery to the inner periphery with good rotational balance, and its wiring is wired to the electrode shaft 36 through the ignition wiring hole 35. 37 is a thrust color, 37a
Uses the main body side driven large gear 34.

FIG. 3, FIG. 4 and FIG. 5 show the right piston 3b of the left and right pair. The piston 3b is formed in the same manner as the left side 3a, and is housed in the engine body 1 so as to face each other and reciprocally so as to form the combustion chamber 2 between the pistons 3a and 3b. A piston projection 14 that projects radially from the rear of the engine 39 and is fitted into the piston guide hole 4 of the engine body 1, and an outer cylinder 39 that is recessed from the middle of the outer cylinder 39 and faces the rear to supply air to the combustion chamber 2. Air supply passage 12, rear cover 13 for dramatically increasing the compression ratio of air supply chamber 10, piston through hole 19 and piston cavity 20 for cooling the inside of the piston from the curved groove 6 side, and piston for fitting piston pin 7 described later. It is composed of a pin housing cylinder 40.

The piston pin 7 shown in FIG.
As shown in FIG.
a and 40b, respectively. The top portion of the piston pin 7 has an umbrella shape, and a tip race 41 for rolling each rolling wheel, an original race 42, and a pin race 16 are recessed in the shaft portion. This track is also a track for assembling the front rolling wheels 43, the original rolling wheels 44, and the main body rolling wheels 15 like a roller bearing. Further, the outer diameter of the front rolling wheel 43 is made larger than the outer diameter of the original rolling wheel 44. Therefore, one raceway of the curved groove 6 is expanded in two stages so that the leading rolling wheels 43 roll on the combustion chamber side raceway and the original rolling wheels 44 roll on the air supply chamber side raceway. .
The main body rolling wheel 15 reciprocates together with the piston 3 with both sides of the piston guide hole 4 of the engine main body 1 as tracks.

Curved groove tube 5 on which the engine body 1 is rotatably fitted.
a and 5b are shown in FIGS. This curved groove cylinder 5a,
5b is both thrust collars 37a, 37b of the engine body 1.
Of the curved grooves 6a, 6a,
6b is recessed. The leading rolling wheel 43 and the original rolling wheel 44 of the piston pin 7 are rotatably fitted into the curved groove 6 so that the engine body 1 rotates once while the pistons 3a and 3b reciprocate twice, respectively. 6b is formed to face each other in a substantially sine curve shape. Reference numeral 45 denotes an intake hole, which is formed so as to face each other outside the curved groove cylinders 5a and 5b so as to face each other.
And piston valves 4a and 4b, and rotary valves 46a and 46b that open and close, respectively.

1 and 2, the left and right air supply chamber lids 18a, 18 are shown.
b and electrode shaft 36 and power shaft 48 are shown. Air supply chambers 10a and 10b are formed by being fixed to both ends of the engine body 1, respectively, and an electrode shaft 36 portion and a power shaft 48 portion are pivotally supported by the left and right curved grooved lids 47a and 47b, respectively. Electrode shaft 36
There is an electrode not shown in the figure, and an ignition wiring hole 35 for connecting the electrode and the spark plug 21 is provided through the electrode shaft 36, the air supply chamber lid 18a and the engine body 1 as shown in FIG. Air supply chamber lid 18a
Has one end formed with an electrode shaft 36.
1 is fixed.

Reference numerals 47a and 47b in FIG. 1 denote curved groove cylinder lids, which are fixed to the outer end surfaces of the curved groove cylinders 5a and 5b.
electrode shaft 36 and power shaft 4 formed integrally with a and 18b
8 and therefore the engine body 1 is also pivotally supported.
Reference numeral 49 is a driven gear for auxiliary equipment, which meshes with the main drive gear 51 for auxiliary equipment and is fixed to a support shaft 50 pivotally supported by the curved groove lid 47a. Auxiliary equipment such as a lubricating oil pump (not shown) and an ignition device are fixed to the curved groove lid 47a.

The exhaust turbine 17 is shown in FIGS. 1, 2, 10 and 11. The exhaust turbine 17 is rotatably fitted on the central portion of the engine body 1 and has a turbine blade group 22 for rotating the exhaust turbine 17 by injection and exhaust of the exhaust injection port group 8 of the engine body 1. The turbine-side main drive gear 23 is provided. Reference numerals 24a and 24b denote a pair of rolling support wheels, which have an outer diameter close to the pitch circle diameter of the turbine-side main drive gear 23 and are fixed to both sides of the gear.

1 and 12 show the gear device 25. Figure 1
Turbine side support shaft 2 pivotally supported by a gear box 26 at the upper center of the
9 is also shown, and a main body side support shaft 30 that is also pivotally supported is also shown in the lower part. 6 with these two spindles as one set
The set is housed in the gear box 26. FIG. 12 shows only the pitch circles of the gears in solid lines. As shown in FIG. 12, the six turbine-side support shafts 29 mesh with the turbine-side main drive gear 23. The turbine-side first driven gear 27 and the turbine-side first main driving small gear 31 are fixed, and the turbine-side first driven gear 27 has a pair of rolling support small wheels 28a, 28b having an outer diameter close to the pitch circle diameter thereof. Are fixed on both sides. The rolling support small wheels 28a, 28b support the exhaust turbine 17 in all directions. Therefore, three or more sets of turbine-side first driven gears 27 are required, and six sets are used in the embodiment. The six main body side support shafts 30 include a main body side second driven gear 32 that meshes with the turbine side first main driving small gear 31, and a main body side driven large gear 3 that rotates the engine main body 1.
Main body side second main driving small gears 33 meshing with 4 are fixed. With such a configuration, a large gear ratio can be obtained. For example, in the embodiment, the speed ratio can be 10: 1. When the engine body 1 rotates counterclockwise at 1,000 rpm, the exhaust turbine 17 rotates clockwise at 10,000 rpm. The exhaust turbine 17 can also be used as a flywheel. That is, since the kinetic energy is proportional to the square of the speed, a rotating body with a higher speed is more effective as a flywheel. Compared with the case where a flywheel having the same outer diameter is attached to the engine body 1, the weight of the exhaust turbine 17 can be reduced to about one-hundredth, that is, it is not necessary to consider the flywheel.

The gear box 26 is shown in FIGS. 1, 2 and 13.
The gear box 26 accommodates the above-described gear device 25 that decelerates the rotation of the exhaust turbine 17 and transmits it to the engine body 1. The gear device 25 and the exhaust turbine 17 are assembled by dividing the gear device 25 into four parts vertically and horizontally. is there. FIG. 13 shows the gear box 26 and the overall outer shape. Exhaust holes 53 are opened near the outer flange 52b of the gear box 26, and six balance / cooling air holes 54 are opened between the flanges 52a and 52, especially at the horizontal joint. That is, the exhaust hole 53 is provided as far away as possible from the turbine side support shaft 29, and the turbine side support shaft 29 is provided in a place where the gear box 26 can be easily pivoted. Open as far as possible from 30. Therefore, when pivotally supporting the spindle on the horizontal joint, open it in the area other than the horizontal joint. As shown in FIG. 1, the gear box 26 is adjacent to the exhaust turbine 17 and filled with mist of lubricating oil.
Although not shown in the figure, a normal labyrinth air stop device is installed and a number of balanced air supply ports are provided to adjust the air flow.
Also, since the exhaust hole 53 penetrates, it also serves as cooling air, and the lubricating oil also serves as cooling and lubrication.

FIG. 14 shows a second embodiment. The fixed shaft 81 is attached to the first embodiment as described in the patent application No. 23975 of 1990, the embodiment of the specification of the fuel injection internal combustion engine in which the engine body rotates. The piston 3a, 3b configured in this way by changing the shape is a fuel injection internal combustion engine in which the engine body rotates, and by increasing the compression ratio of the combustion chamber 2, a normal hot ball engine is supercharged. It can be configured in various ways, depending on the application, from the ones that have been set up to the ones in which a normal compression ignition engine is supercharged.

FIGS. 15, 16 and 17 show the piston 3 of the second embodiment. The difference from the first embodiment is that a piston inner cylinder 55 that is fitted onto the fixed shaft 81 so as to be rotatable and reciprocally fitted is provided. Therefore, the piston protrusion 14 is restored and the piston pin housing cylinder 40 is extended into the piston protrusion 14. Further, the piston through hole 19 for cooling from the inside of the head of the piston 3 and the piston cavity 20 are shown in FIG.
As shown in Fig. 17, install between the piston protrusion 14, the outer cylinder 39, and the piston inner cylinder 55.

[0026]

[Effects of the Invention] Since the present invention is configured as described above, it has the effects described below, but since the maximum features and effects have already been described in the section of action, the remaining effects will be described. I will explain. It is known that burning a lean air-fuel mixture in an internal combustion engine improves fuel efficiency, and supercharging increases output. By making the most of these two problems, we are able to obtain an internal combustion engine with good fuel economy, small size, light weight, large output and low vibration. That is, when the engine main body 1 is rotated to perform a rotary motion of the charge air, and when the combustion chamber 2 is further scavenged, a large amount of super-high supercharged, high-pressure mixture is generated.
As shown in Fig. 4, high-speed injection in the direction of rotation of the engine body 1 (arrow) realizes short-time scavenging to increase thermal efficiency, and the mixture is rotated at a higher speed, so that the pistons 3a and 3b are at top dead center. By using the weight of gasoline vapor, which is 3 to 4 times the weight of air, near the outer periphery of the combustion chamber 2, that is, near the spark plug, is ignited and burned as a rich mixture until approaching . When burned in this way, the leaner mixture can be burned as the engine speed of the engine 1 rises. Even when the scavenging of the combustion chamber 2 is incomplete and the combustion gas remains, since the combustion gas has a lower specific gravity than air, the combustion gas is close to the rotation center of the combustion chamber 2 until the pistons 3a and 3b approach the top dead center. The gathering can be easily imagined from Figures 1 and 9. In other words, the higher the temperature of the fuel, the easier it is for complete combustion, which has the effect of helping combustion. Even if it is assumed that the combustion is limited to the vicinity of the outer circumference of the combustion chamber 2, it has a large volumetric energy because it is supercharged, that is, a large pressure is obtained by the combustion of a small amount of fuel, and the pressure is Since it acts on the entire opposed piston, the fuel consumption seen from the combustion surface is very good. By acting on the opposed piston with the ultra-short stroke, which is the simplest structure, a compact, lightweight, large output, low vibration internal combustion engine can be obtained.

In order to obtain the above supercharged internal combustion engine, it is necessary to simplify the shape of the piston 3 and dramatically increase the compression ratio of the air supply chamber 10. That is, the combustion chamber 2
If the external air supply passage 12 is provided by moving the air supply passage for supplying air to the outside of the piston 3, it can be configured very simply, and the combustion chamber 2
It is also a shortcut, and the rear lid 13 can be installed on the rear of the piston to seal the rear of the piston. Therefore, the compression ratio of the air supply chamber 10 can be dramatically increased.

The lighter the piston 3, the better, and the smaller the friction loss, the better. Therefore, the piston protrusion 14 is limited to the necessary part at the rear end. Also, the piston pin 7 has a pin track 16
Is provided as a recess to reduce friction loss by making rolling contact with the main body rolling wheel 15. If the piston pin 7 is constructed in this way, the passage of the piston cavity 20 and the curved groove 6 becomes very large, so that the front lid 38 of the piston head can be effectively cooled.

The second embodiment is an example in which the present invention is carried out as a fuel injection super-high supercharged internal combustion engine in which the engine body rotates. By supercharging the fuel-injected internal combustion engine at the same time to perform short-term scavenging and high-charging at the same time, a fuel-efficient, compact, high-power internal combustion engine can be obtained. In this case as well, it is necessary to simplify the shape of the piston 3 and dramatically increase the compression ratio of the air supply chamber 10. In order to inject fuel into the combustion chamber 2, the fixed shaft 81 is provided in the direction of the rotation center axis and the piston inner cylinder 55 is provided through the piston 3 as described in [0024] and [0025] above. Since the fixed shaft 81 has a flow rate of lubricating oil, the cooling of the piston 3 is very good and a large internal combustion engine can be obtained.
Also, it can be implemented as a compression ignition engine, which can further improve fuel efficiency.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a first embodiment of the present invention, in which a partial cross section is rotated for illustration.

FIG. 2 is a sectional view showing the first embodiment of the present invention, in which the piston 3 rotates 90 ° and moves to the bottom dead center.

FIG. 3 is a partial cross-sectional view showing a piston 3 of the first embodiment.

4 is an AA view of the piston 3 shown in FIG.

5 is a plan view of the piston 3 shown in FIG. 3, and is a partial sectional view.

FIG. 6 is a partial sectional view showing a piston pin 7 of the first embodiment.

FIG. 7 is a partial cross-sectional view showing the engine body 1 of the first embodiment.

8 is a BB cross-sectional view of the engine body 1 shown in FIG.

9 is a sectional view taken along line CC of the engine body 1 shown in FIG.

FIG. 10 is a partial cross-sectional view showing the exhaust turbine 17 of the first embodiment.

11 is a side view of the exhaust turbine 17 shown in FIG.

FIG. 12 is a schematic view showing the gear device 25 of the first embodiment, in which the pitch circle diameter of the gear is shown by a solid line.

FIG. 13 is a front view showing the outer shape of the first embodiment.

FIG. 14 is a sectional view showing a second embodiment.

FIG. 15 is a partial cross-sectional view showing a piston 3 of a second embodiment.

16 is a EE view of the piston 3 shown in FIG.

FIG. 17 is a plan view of the piston 3 shown in FIG.
Shown in partial section.

[Explanation of symbols]

If there are similar items on the left and right, add the sign a to the left side and set the right side to b. 1 ... Engine body 2 ... Combustion chamber 3 ... Piston 4 ...
Piston guide hole 5 ... Curved groove cylinder 6 ... Curved groove 7 ... Piston pin 8 ...
Exhaust injection port group 9 ... Scavenging hole group 10 ... Air supply chamber 1
1 ... Air supply passage 12 ... External air supply passage 13 ... Rear lid 14 ... Piston protrusion 15 ... Main body rolling wheel 16 ... Pin track 17 ... Exhaust turbine 18 ... Air supply chamber lid
19 ... Piston through hole 20 ... Piston cavity 21
... Spark plug 22 ... Turbine blade group 23 ... Turbine-side main driving gear 24 ... Rolling support wheel 25 ... Gear device 26 ... Gear box 27 ... Turbine-side first driven gear 28 ... Rolling-support small wheel 29 ... Turbine-side support shaft 30 ... Main body side support shaft
31 ... Turbine side first main driving small gear 32 ... Main body side second driven gear 33 ... Main body side second driving small gear 34 ... Main body side driven large gear 35 ... Ignition wiring hole 36 ... Electrode shaft 37 ... Thrust collar 38 ... Front part Lid 39 ... Outer cylinder 40 ... Piston pin housing cylinder 41 ... Lead track 42 ...
Original track 43 ... Leading wheel 44 ... Original rolling wheel 45
… Intake hole 46… Rotary valve 47… Curved groove tube cover 48… Power shaft 49… Drive gear for auxiliary machine 50… Support shaft 51… Main drive gear for auxiliary machine 52… Flange 53
… Exhaust hole 54… Balance and cooling air hole 55… Piston inner cylinder 81… Fixed shaft

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yukinaga Tanigawa 428-35 Enami, Okayama City, Okayama Prefecture

Claims (4)

[Claims] 1. A piston (3a) (3) housed facing each other.
The engine body (1) is rotatably curved in the engine body (1) having the combustion chamber (2) formed between the b) and the piston guide holes (4a) (4b) facing each other in the axial direction. Cylinder (5a)
Pistons (3a) and (3b) fitted with (5b) facing each other
The pistons (3a) and (3b) are formed by forming curved grooves (6a) and (6b) that make two reciprocations in opposite directions while making one rotation in the same direction, respectively on the inner peripheral surfaces of the curved groove tubes (5a) and (5b). From the piston pin (7a) (7
b) is fitted into the curved grooves (6a) (6b) through the piston guide holes (4a) (4b), respectively, and the outer peripheral surface of the engine body (1) is fitted between the curved groove cylinders (5a) (5b). ，
An exhaust gas injection port group (8) which penetrates one side of the combustion chamber (2) and assists the rotation of the engine body (1) by exhaust gas is provided.
A scavenging hole group (9) is provided on the inner peripheral surface on the opposite side of the combustion chamber (2), and an air supply passage (11) that communicates with both air supply chambers (10a), (10b) is provided in the engine body (1). , External air supply route (1
An ultra-high supercharged internal combustion engine in which the engine body rotates, characterized in that pistons (3a) and (3b) are provided on both sides of the pistons (3a) and (3b). 2. The piston (3) is provided with external air supply passages (12) facing each other on the outer circumference, and a rear lid (13) is provided to facilitate increasing the compression ratio, and the piston projection (14) is provided to the rear lid (13). The internal combustion engine according to claim 1, wherein the opening is provided only as a part) and the cavity is provided through the opening. 3. A body rolling wheel (1) is attached to the piston pin (7).
5) The super-high supercharged internal combustion engine according to claim 1, characterized in that a pin orbit (16) is provided in the piston pin (7). 4. The piston (3) is provided with a piston inner cylinder (55) in the direction of the central axis of rotation, and an outer air supply passage (12) is provided in the outer cylinder (39) so as to face the rear cover (13). ) Is provided to facilitate increasing the compression ratio, the piston projection (14) is provided with piston through holes (19) facing each other, and the piston cavity (20) is provided between the outer cylinder (39) and the piston inner cylinder (55). Claim 1
An ultrahigh supercharged internal combustion engine in which the engine body described rotates.