JPH09125977A - Rotary engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rotary engine that is compact as a whole device and can achieve silent, smooth rotational movement. SOLUTION: A pair of rotors 2, 3 are freely rotationally placed inside a cylinder 1 having a suction hole 7 and an exhaust hole 8 therein. Main transmission links 11, 12 are connected to the rotors 2, 3, and a follower transmission link 17 having power transmission pins 24, 25, 26, 27 is connected to the main transmission links 11, 12. The power transmission pins 24, 25, 26, 27 are engaged in a groove 29 in a guide plate 28 to control the movement of the pair of rotors 2, 3. At the same time, the power transmission pins 24, 25, 26, 27 are inserted into a groove 33 in a flywheel 32 to transmit power to the flywheel 32.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotary engine having a pair of rotors, and more particularly to a rotary engine in which the rotors do not move eccentrically.

[0002]

2. Description of the Related Art In a conventional rotary engine, it is difficult to manufacture a power transmission unit because the rotor in the cylinder does not make a complete circular motion but makes an eccentric rotary motion, and the eccentric rotary motion of the rotor causes vibrations throughout the device. It is transmitted and requires a separate anti-vibration device. Further, the combustion energy at the time of fuel explosion is not efficiently converted as the rotational kinetic energy of the rotor, and there is a defect that the thermal efficiency is poor.

In order to eliminate these defects, a rotary engine having a rotor having no eccentric motion has been considered.

[0004]

When taking out the intermittent motion of the rotor in this rotary engine, power is taken out by a combination of an elliptical gear, a planetary gear, a universal joint and the like. However, according to this device, the axis line of the rotor and the axis line of the power take-off portion do not coincide with each other, which is extremely disadvantageous in a power source for compactness. For example, the meshing by the elliptical gear, in this rotary engine,
When the compression ratio is determined, the elliptical gear in mesh is gradually flattened as the ratio of the major axis to the minor axis increases, and the meshing condition actually becomes inconvenient because of the relationship determined by the ratio of the major axis to the minor axis of the elliptical gear. Further, the acceleration and deceleration at the time of transmitting the rotational movement become large, and since the meshing is continued at a high speed, an undercut phenomenon, wear of the teeth themselves, etc. occur, which is difficult in terms of durability. Furthermore, there are many disadvantages in terms of production and economy.

The present invention has been made in consideration of the above points, and an object of the present invention is to provide a rotary engine having a pair of rotors that can obtain a continuous rotary motion quietly and smoothly.

[0006]

According to the present invention, a cylindrical cylinder having an intake hole and an exhaust hole, a pair of rotors rotatably arranged in the cylinder, and a main shaft coaxially connected to each rotor. A link mechanism having a transmission link and a slave transmission link connected to the main transmission link and having a power transmission pin attached to its node, and a groove in which the power transmission pin engages are formed to move the pair of rotors. A rotary engine, comprising: a guide plate that controls the power transmission pin; and a flywheel that has a groove that engages with the power transmission pin and that transmits the power from the power transmission pin.

According to the present invention, the movement of the pair of rotors rotating in the cylinder is controlled by the groove of the guide plate via the power transmission pin of the link mechanism, and the rotational force from the pair of rotors is transmitted from the power transmission pin. It is transmitted to the flywheel.

[0008]

Embodiments of the present invention will be described below.

In FIG. 1, the power generating section A has a cylinder 1 having a peripheral wall 1a having an appropriate thickness and wall surfaces 1b, 1b and having a predetermined depth, and a rotatably mounted inside the cylinder 1. And a pair of rotors 2 and 3
3 has pistons 2a, 2b, 3a and 3b and boss portions 4 and 5, respectively.

Each piston 2a, 2b, 3
The sizes of a and 3b are smaller than the size of the cylinder 1, and the end faces of the pistons 2a, 2b, 2c and 2d are in close contact with the inner wall of the cylinder 1 via seal members 43, 44 and 45.

On one side of the cylinder 1, ignition members 6, 6a such as glow plugs are screwed toward the center, and piston tip widths of the rotors 2, 3 are located at symmetrical positions of the ignition members 6, 6a. Suction hole 7 and exhaust hole 8 with a narrower space
And are open.

In FIG. 1, the boss portions 4, 5 of the rotors 2, 3
Transmission shafts 9 and 10 are provided at the center of the power take-off unit B.
Is linked to The power take-out portion B includes a pair of main transmission links 11 and 12, a four-section driven link 17, pivot pins 18 and 19 attached to the four-section driven link 17, and power transmission pins 24, 25, 26 and 27. And have.
That is, the rotors 2, 3 are attached to the tips of the transmission shafts 9, 10.
The main transmission links 11 and 12 provided in parallel with the main transmission links 11 and 12 are fixed to each other. At both ends of the main transmission links 11 and 12, a four-section link 17 of an equilateral quadrilateral composed of links 13, 14, 15, and 16, respectively. Center pins on opposite sides are pivot pins 18, 19
Is supported by each part 20 of the four-bar follower link 17,
21, 22 and 23 are power transmission pins 24 and 2 respectively.
5, 26 and 27 are rotatably connected. As shown in FIG. 1, the power transmission pins 24 to 27 project vertically from the surface of the link 17, and
Sliding members (not shown) such as rollers are attached to both ends of each of 4 to 27.

The sliding members of the power transmission pins 24 to 27 have one end on the inner peripheral edge of the 8-shaped guide groove 29 of the guide plate 28 provided between the cylinder 1 and the main transmission links 11 and 12. Touching. The shape of the guide groove 29 is the link mechanism 3 including the main transmission links 11 and 12 and the driven link 17.
Zero power transmission pins 24 to 27 are formed so as to match the trajectory drawn during rotation.

A sliding member (not shown) is provided at the other ends of the power transmission pins 24 to 27, and the sliding member is inserted into the power conversion unit C on the side opposite to the cylinder 1 with respect to the link mechanism 30. It is worn. The power conversion unit C is composed of a disk-shaped flywheel 32 whose center is supported by a propulsion shaft 31, and the flywheel 32 is provided with four grooves 33 extending radially at equal intervals at radial intervals. The pins 24 to 27 are inserted in the groove 33. The propulsion shaft 31 is connected to a driven element (for example, a clutch, a propeller shaft, etc.).

Next, the inside of the cylinder 1 will be described with reference to FIGS. 2 and 3, P, Q,
R and S indicate working chambers, and the working chambers P, Q, R and S are composed of pistons 2 and 3, bosses 4 and 5, and a cylinder 1.

Next, the intake hole 7 will be described with reference to FIG.

The air filtered by the air filter is guided to the intake hole 7 by an intake manifold (not shown). A conventional carburetor, throttle valve, etc. for mixing an appropriate amount of fuel with air may be provided in front of the intake manifold, but in the case of the present invention, optimization of the air-fuel ratio and improvement of responsiveness are achieved. For the purpose, a fuel injector is provided just before the intake hole 7.

The intake manifold is joined to the intake hole 7, but the engine of the present invention has only one intake hole and does not have a complicated device such as a valve near the intake hole. It has a cylindrical shape. Therefore, the flow of air or air-fuel mixture becomes simple.

The intake hole 7 has three inflow passages 7a, 7b, 7b.
When the load is light to medium, the fuel is injected toward the central inflow passage 7a, and only the air is taken in from the inflow passages 7b and 7b on both sides. In this case, since the fuel ratio in the central inflow passage 7a is high, the ignitability is improved. In the case of excess fuel, the combustion temperature is not so high and harmful NO _x is less generated. Central inflow passage 7a
After the gas from is ignited, the explosive gas is blown around. Since almost only air is taken in from the inflow passages 7b and 7b, unburned HC and CO in the explosive gas
Etc. will burn completely here.

In this way, even if the total air-fuel ratio is made extremely lean, there is no fear of misfire, and the generation of harmful components is extremely excellent.

Further, when the load is increased and a high output is required, in addition to the central flow passage 7a, the flow passages 7 on both sides are provided.
Even for b and 7b, the output can be increased by injecting fuel, so that it is possible to appropriately cope with a change in load.

Further, as shown in FIGS. 8 and 9, a recess 40 is provided in the center of the pistons 2a, 2b, 3a, 3b facing each other so as to contact the outer periphery thereof. When the pistons 2a, 2b, 3a, 3b approach each other and compress the air-fuel mixture, the air-fuel mixture introduced into the working chamber by the intake stroke becomes a vortex as shown in FIG. 9 and swirls in the compression chamber. Therefore, the air-fuel mixture is sufficiently mixed, and reliable combustion can be performed. In addition, the inflow passage 7 is provided in the recess 40.
Ribs 41 are provided corresponding to a, 7b, and 7b to divide the inside of the recess 40 into three. Due to the ribs, the introduced air-fuel mixture turns into a turbulent laminar flow and makes a rotary motion.
When the pistons 2a, 2b, 3a, 3b approach each other and the air-fuel mixture is compressed, the radius of gyration of this vortex becomes smaller, and the angular velocity becomes larger due to the law of conservation of momentum. That is, the rotational speed of the vortex increases. The number of the intake holes 7 is not limited to the above-mentioned three divisions, and it cannot be prevented that the number of intake holes 7 is further increased in order to optimize combustion and reduce pollution.

On the surfaces of the pistons 2a, 2b, 3a, 3b in contact with the wall surfaces 1b, 1b of the cylinder 1, a plurality of sealing members 43, 44, 45, 46 for maintaining airtightness are provided on the pistons 2a, 2b, 3a, It is fitted in the groove of 3b. The sealing materials 43, 44, 45 and the cylinder wall surface are kept in planar contact. In this case, as shown in FIG. 8, a normal rectangular seal material may be used, but as shown in FIGS. 10 and 13, the seal materials 43 and 44 may be cylindrical.

When the sealing materials 43 and 44 are cylindrical,
Since the pistons 2a, 2b, 3a, 3b rotate, the columnar sealing material 43 is pressed against the wall surface of the cylinder by centrifugal force. Since the sealing material 43 is pushed outward in the radial direction by the explosion gas pressure, the pistons 2a, 2b, 3
Airtightness between a and 3b and the wall surface of the cylinder 1 can be maintained. When the pistons 2a, 2b, 3a, 3b rotate, the columnar sealing material 43 moves while rolling on the wall surface of the cylinder 1, so that the frictional resistance generated between the cylinder wall surface and the cylinder 1 becomes very small.

Regarding the surfaces of the grooves of the pistons 2a, 2b, 3a, 3b that contact the sealing material 43, the grooves move in the advancing direction of the sealing material 43 due to the rotation of the piston, and the pressure contact pressure decreases. Therefore, since the contact pressure does not become excessive, it is possible to follow the increase in the number of revolutions well, and it is possible to speed up the engine.

A seal member 44 that abuts the side wall surface of the cylinder 1.
The shape of is a conical shape according to the difference between the inside and outside of the radius of gyration.

By the way, as described above, the sealing materials 43, 4
4 may have a cylindrical shape, but here, the sealing material 43 is formed as shown in FIG.
This will be described in detail with reference to 3 (a) and (b). As shown in FIGS. 13A and 13B, the sealing material 43 is divided into two portions 49a and 49b so as to form a gap 47 therebetween, and has a cylindrical shape as a whole. The portions 49a and 49b are connected to each other by a cored bar 48, and a plurality of concentric circular grooves 43a are provided at the ends of the portions 49a and 49b.

By providing a plurality of circular grooves 43a at both ends of the sealing material 43 in this way, when gas leaks through a narrow gap between both ends of the sealing material 43 and the wall surfaces 1b, 1b,
Turbulent flow is generated in the leaked gas due to the circular groove 43a of the sealing material 43. The labyrinth effect based on this turbulent flow reduces leakage gas. At the same time, the leaked gas trapped between both ends of the seal material 43 and the wall surfaces 1b, 1b functions as a lubricant, and the friction resistance between the both ends of the seal material 43 and the wall surfaces 1b, 1b is reduced by the gas lubrication. . Further, since the sealing material 43 is divided into the two parts 49a and 49b, the thermal expansion of the sealing material 43 can be easily absorbed.

Oil for cooling the pistons circulates inside the pistons 2a, 2b, 3a, 3b. Further, in the groove portion, the groove of the sealing material and the sealing materials 43, 4
Oil supply holes are provided in order to lubricate 4, 45, lubricate the seal members 43, 44, 45 and the cylinder 1 wall, and improve the sealing performance.

The air-fuel mixture that has been sucked and compressed as described above is ignited and exploded by the ignition members 6 and 6a. Since the compression chamber and the ignition / explosion chamber are separated in the engine of the present invention, there is no fear of abnormal ignition or early ignition due to overheating of the ignition members 6 and 6a. Therefore, a glow plug can be installed as an ignition member 6, 6a at the ignition position, and ignition and explosion can be performed when the compressed mixed gas passes through the ignition position. It can also be a spontaneous ignition engine. If a fuel injector is installed at the position of the ignition members 6 and 6a and fuel is injected into compressed high temperature air to ignite and explode, a compression ignition engine similar to a diesel engine can be obtained. In the case of a compression ignition engine, as described above, the air near the ignition position produces a high-speed swirl due to the law of conservation of momentum, so the temperature becomes higher than the ignition temperature of the fuel due to adiabatic compression. When fuel is atomized and injected into the air, the fuel ignites and burns. At this time, since the compressed high-temperature air creates a swirl that rotates at a high speed, the air and the fuel are sufficiently mixed. Further, the engine of the present invention in which the intake / compression chamber and the ignition / combustion chamber are separated from each other does not require cooling of the combustion chamber cylinder, and therefore can be maintained at a high temperature. Therefore, a good combustion state is achieved, and the black smoke generated by the incomplete combustion is reduced due to the complete combustion.

By the way, the cylinder 1 and the cylinder side wall have pistons 2a, 2b, 3a and 3b which rotate at high speed.
It is slid by the sealing materials 42, 43, 44 attached to the. Therefore, it must withstand wear due to friction. It is also heated by explosive gases and must withstand high temperatures. Fine ceramic materials are well known as materials that can withstand high temperatures and resist abrasion. High performance can be achieved by using a heat-resistant and wear-resistant fine ceramic material for the cylinder 1 and the cylinder side wall of the engine of the present invention and the seal member.

At this time, it is effective to add a lubricant such as molybdenum having solid lubricity to the fine ceramic material for speeding up and improving durability.

Next, the exhaust hole 8 of the cylinder 1 will be described in detail.

The exhaust hole 8 may have a size sufficient to exhaust the exhaust gas. The heat and pressure generated by the explosion remain in the exhaust gas, so the exhaust gas will be designed to have no sharp corners so that it can be discharged smoothly.

The exhaust gas is an exhaust manifold (not shown)
Since it is exhausted through the exhaust hole, the exhaust hole 8 should be designed so as not to have a change in thickness or a sharp bend so as not to prevent passage of exhaust gas. The engine of the present invention has no valve mechanism,
Since it can be a simple single tube, there are few design difficulties.

The gas discharged from the exhaust hole 8 flows through the exhaust pipe at a high speed and is discharged to the outside air. At this time, it is required to efficiently discharge the combustion gas in the cylinder 1. Since this engine has a structure in which the exhaust gas is not interrupted and is exhausted from one exhaust hole through the exhaust pipe, the combustion gas can be satisfactorily exhausted by the inertia of the exhaust flow.

Next, the operation of the present embodiment having such a configuration will be described.

3 to 5, a, b, and
c and d correspond to each other. (1) Intake stroke FIG. 3A shows an intake stroke, and the fuel-air mixture is sucked into the working chamber P from the suction hole 7 by the rotation of the piston 3a. By the time the suction is completed, the piston 2a rotates slightly to close the suction hole 7, and the piston 3b closes the exhaust hole 8.
The pair of main transmission links 11 and 12 is first started from a state where the pistons of the rotors 2 and 3 are close to each other, and then the preceding rotor 3 is rotated to approach the rotor 2, and the main transmission links 11 and 12 are inserted according to the state of the pistons at the time of start. It will be changed (Fig. 4 (a))
-(D)).

The four-bar follower link 17 at this time is shown in FIG.
As shown in FIG. 4, the diamond shape changes to a substantially square shape and shifts to the diamond shape again (FIG. 4A corresponds to FIG. 3A).

Similarly, the power transmission pins 24 to 27 move in the groove in the radial direction while rotating the flywheel 32,
The position shown in FIG. (2) Compression stroke In the compression stroke, the fuel in the chamber P sucked by the piston 3a is compressed by the next piston 2a. That is, while the piston 3a has an extremely low angular velocity due to the link mechanism at the end of suction, the piston 2a
Since the angular velocity of a becomes large, the fuel mixture in the chamber P is compressed. The compression ratio is determined by the relationship between the longest part and the narrowest part of the guide plate.

That is, in FIG. 2, the power transmission pin 25
Is at the apex T ₁ of the groove, the working chamber P has a minimum volume,
The link status is the flattest. Also, power transmission pin 25
Comes to another apex T ₂ of the guide groove 29, the working chamber P reaches its maximum volume.

[0042] In the state of the four-joint driven link 17, the compression ratio is determined by the maximum open angle / minimum open angle. The maximum opening angle and the minimum opening angle are determined by the groove 2 of the guide plate 28.
9 is determined.

The shape of the groove 29 in the guide plate 28 is 4
When the shape of the joint driven link 17 is an equilateral quadrangle, it is a figure 8 shape, and when it is a pincushion type as shown in FIG. (3) Explosion process After compression, the ignition device 6 is activated and the fuel mixture explodes.
As a result, the piston 3a is rapidly rotated and the piston 2a hardly rotates.

Explaining this in detail with reference to FIG. 2, the explosive energy tends to push open both pistons 3a, 2a, but the piston 2a and the groove 29 of the guide plate 28 and the link 1
Since lateral movement is blocked by 3 and 15,
Most of the explosive energy acts on the piston 3a. That is, in the link mechanism of the piston 3a, it is impossible to move in the lateral direction as is apparent from FIG. 2, and since it is rotatable in the vertical direction, most of the explosion energy is used to rotate the piston 3a. Be seen.

The explosion energy applied to the piston 3a is transmitted to the power transmission pin 25 through the link 14.

That is, when the force transmitted from the piston 3a to the link 14 at the time of explosion is F ₁ , and the force pushing the piston 2a is the force transmitted to the piston 2b and pushing the link 13 is F ₂ , the tangential direction of the guide groove 29 of F ₁ is set. the component of force 'the same component of the and F ₂ F _2' F ₁ when Tosureba not take into account the inertia and friction, etc., the following relationship is obtained.

F ₁ = F ₂ , F ₁ ′> F ₂ ′ However, since an inertial force actually exists, the relationship of F ₁ > F ₂ , F ₁ ′ >> F ₂ ′ is established.

From this force relationship, the explosion energy is converted into the rotational energy of the piston 3a.

Since the power transmission pins 24 to 27 of the link mechanism move on the locus to the inner surface of the groove 29, an extremely smooth motion with little frictional resistance can be performed.

Next, the power transmission pin 25 is moved to the apex T of the groove 29.
It is apparent from the same analysis as above that the rotational speeds of the piston 3 and the piston 2 are reversed after passing through ₂ .

As described above, the power transmission pins 24 to 27 are
Since the piston slides along the inner surface of the constant groove 29 engraved in the guide plate 28, the rotational speed of the piston is alternately changed and the piston rotates in only one direction to continue the rotational movements that do not overtake each other's rotor. It will be.

As described above, since the explosion energy has a link structure in which the piston cannot move backward, about 1/2 or more is converted to the rotational energy of the piston in consideration of the inertial force and the like and inferring from the force relationship. be able to.

The link operation in this explosion stroke is the same as in the intake stroke, and the other piston provided with the same rotor is compressing the air-fuel mixture sucked in the intake stroke. (4) Exhaust stroke The exhaust stroke in the working chamber P after the explosion is well shown in each of FIGS. 3 to 5D, and the piston 2a causes the explosion of the fuel compressed by the piston 2a and the piston 3b. Exhaust is performed. At this time, similarly to the above, the compression stroke is performed on the end surface of the piston 2b, and at the same time, suction is also performed by this piston 2b.

Next, a mechanism for transmitting the power generated and taken out by the above mechanism to the propulsion shaft will be described.

The operation of the above-described link mechanism 30 is transmitted to the power conversion section C via the power transmission pins 24 to 27. That is, if the power taken out from the power take-out section B is transmitted to the propulsion shaft 31 as it is, vibration occurs and a smooth rotational movement cannot be obtained. Therefore, the power converting section C is provided here.

The principle of the power converter C is that the diagonal lines of the four-node driven link 17 are orthogonal to each other no matter how the opening angle of the piston changes. Utilizing this principle, four grooves 33 are carved in the flywheel 32 in a radial direction so as to have a right-angled relationship with radially adjacent grooves.

Power transmission pin 2 sliding in these grooves 33
4 to 27 slide in the groove 33 and the flywheel 32.
Perform the operation of rotating.

In FIG. 2, since the power transmission pins 24 to 27 are provided on the bisector of the angle formed by the main transmission links 11 and 12, the rotational speed of the flywheel 32 is the rotor 3.
And the arithmetic average value of the rotation speed of the rotor 2. Therefore, regardless of the alternating motion of the rotors 2 and 3, a smooth continuous rotary motion is transmitted to the propulsion shaft 31.

In the above embodiment, it is advantageous that the inner surface shape of the groove 29 of the guide plate 28 is x = R (cosα + cosβ) y = R (sinα + sinβ).

Here, R: radius of rotation of fulcrum of main transmission link α: rotation angle of leading main transmission link β: rotation angle of following main transmission link α = θ + (T + K-Kcos2θ) β = θ- ( T + K−Kcos2θ) where θ: rotation angle of the pivot pin of the slave transmission link T = 1/2 of the x direction opening angle of the main transmission link (maximum piston opening) K = (y direction opening angle of the main transmission link) (Minimum opening of piston) -90 °) x 1/2 Here, examples of the inner surface shape of the groove 29 are shown in Figs. 11 (a) and 11 (b). In FIG. 11A, R = 40 mm, T = 70 °, K
11 shows the shape of the inner surface of the groove 29 when -25 °.
(B) shows the inner surface shape of the groove 29 when R = 40 mm, T = 60 °, and K = −15 °. When the shape of the groove of the guide plate is defined by this equation, the rotors 2 and 3 rotate about the central axis while alternately vibrating in a sinusoidal motion, so that the motion is smooth. Becomes

Further, as shown in FIG. 12, the opening angle of the intake hole 7 is set so that the intake hole 7 is closed after the piston reaches the maximum opening degree and the piston starts to close again. Further, the exhaust hole 8 is set to open when the piston starts to close again after the piston reaches the maximum opening degree after the explosion.

As described above, since the intake hole 7 is opened when the opening degree of the piston is maximum, the air-fuel mixture can be completely sucked by the inertia of the inflow. Further, by setting the opening degree of the intake hole 7 to be wide, the compression ratio can be made smaller than the expansion ratio. In addition, the expansion ratio becomes larger than the compression ratio by opening the exhaust hole 8 after the maximum opening of the piston. By increasing the expansion ratio as compared to the compression ratio in this way, utilization energy efficiency is improved. Furthermore, since heat and pressure energy due to explosion remain in the expansion chamber even when the piston opening becomes maximum, residual energy can be used without waste by opening the exhaust hole 8 after the maximum opening.

The positional relationship between the trailing end of the leading piston and the leading end of the trailing piston is not limited to the solid line in FIG.
For example, a broken line may be used. In this case, by increasing the angular velocity of the preceding piston immediately after ignition, the energy utilization efficiency is improved and most of the energy can be converted into the kinetic energy of the preceding piston, and the thermal efficiency can be improved.

[0064]

As described above, according to the present invention, the number of explosions per rotation of the output shaft is as high as 4 times, the output is extremely compact, and the quiet, smooth and continuous rotary motion is achieved. can get. Further, in the present invention, since it is different from the system of a cylinder and a piston like a reciprocating engine, there is no tilting of the piston itself, and airtightness in the working chamber can be easily made.
The friction loss is small, the ratio of the explosion energy acting as an effective pressure is high, and the rotation radius of the piston can be extremely large as compared with the reciprocating engine, so that the generated torque is significantly larger than that of the reciprocating engine. According to the present invention, since the intake and exhaust valves are not required, the resistance due to the gas does not affect the operation of the piston. In the engine of the present invention in which the intake compression chamber and the explosion expansion chamber are separated, there is no need to cool the explosion expansion chamber cylinder, so there is little heat loss due to cylinder cooling.

Further, in the reciprocating mechanism, the entire apparatus is extremely complicated and large due to the crank chamber valve operating mechanism and the like, but in the present invention which does not require the crank chamber valve mechanism, the engine is small, lightweight and has high horsepower. Becomes According to the present invention, the shape of each part is simple and the number of parts is small, so that the manufacturing is very easy. Furthermore, reliability, durability, and safety can be significantly increased by reducing the number of parts. Also, in terms of work and design, the compression ratio can be set arbitrarily and easily, so that high efficiency can be achieved. In addition, there are few parts that require finishing accuracy, and processing, assembly and maintenance are extremely easy. Since the engine of the present invention is a compression / expansion engine, it can be used as an air motor or a compressor by changing the positions of the intake holes and the exhaust holes.

[Brief description of the drawings]

FIG. 1 is an exploded perspective view showing an embodiment of the present invention.

FIG. 2 is a principle explanatory view showing a relationship between a power generation unit and a power extraction unit according to the present invention.

FIG. 3 is a stroke explanatory diagram of a power generation unit.

FIG. 4 is an explanatory diagram showing a relationship between a link and a rotor in a power take-out section.

FIG. 5 is an explanatory view showing the positional relationship between the power transmission pin and the flywheel in the power conversion unit of the present invention.

FIG. 6 is an explanatory view of another embodiment of the link mechanism.

FIG. 7 is an enlarged perspective view showing an intake hole.

FIG. 8 is a perspective view showing a recess of a piston.

FIG. 9 is a view showing a vortex flow formed by a recess of a piston.

FIG. 10 is a view showing a roller-shaped seal member attached to a piston.

FIG. 11 is a view showing a groove shape of a guide plate.

FIG. 12 is a view showing a process and angle of a piston.

FIG. 13 is a diagram showing a circular seal material.

[Explanation of symbols]

 1 Cylinder 2,3 Rotor 2a, 2b, 3a, 3b Piston 6,6a Ignition member 7 Intake hole 8 Exhaust hole 11,12 Main transmission link 17 Slave transmission link 30 Link mechanism 28 Guide plate 29,33 Groove 32 Flywheel 40 Recess 41 Ribs 42,43,44 Sealing material

Claims (5)

[Claims] 1. A cylindrical cylinder having an intake hole and an exhaust hole, a pair of rotors rotatably arranged in the cylinder, a main transmission link coaxially connected to each rotor, and the main transmission link. A link mechanism having a secondary transmission link connected to a power transmission pin at its node, a guide plate having a groove with which the power transmission pin engages, and controlling the movement of the pair of rotors, A rotary engine comprising: a flywheel having a groove with which a power transmission pin engages and transmitting power from the power transmission pin. 2. The rotary engine according to claim 1, wherein the cylinder, the pair of rotors, the link mechanism, the guide plate, and the flywheel are arranged along the axis. 3. The rotary engine according to claim 1, wherein the surfaces of the pair of rotors facing each other are provided with recesses for forming a vortex in the intake air flowing into the cylinder. 4. The intake hole of the cylinder is divided into at least a central concentrated gas inflow passage and a lean gas inflow passage provided on both sides of the concentrated gas inflow passage. Rotary agency. 5. The rotary engine according to claim 1, wherein the pair of rotors is provided with a cylindrical seal member which seals by contacting the inner surface of the cylinder with each other.