JPS6069201A - Internal combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] This invention relates to internal combustion engines. However, as is clear from the disclosure of this specification, the internal combustion engine described in this specification can also be used as a compressor. Therefore, as used in this specification, the term "engine"
It is not necessarily limited to internal combustion engines, but may include a compressor in some cases.

[Conventional technology]

Conventionally, various internal combustion engines have been used as prime movers, but the parts of these engines have short lifespans. The main reason for this is due to the large stresses encountered by the engine during combustion. This high stress is transmitted from the crankshaft to all parts, resulting in extreme vibration and eventual failure. .

Also, in conventional internal combustion engines, the piston is provided with a large skirt area, which absorbs the side pressure that the connecting cylinder exerts on the piston. This large skirt area is
It also causes significant piston friction losses due to viscous forces within the fluid film lubrication mechanism.

[Means to solve the problem]

The internal combustion engine of the present invention has at least one reciprocating piston within a cylinder, and is equipped with a mechanism for stopping the piston at one end of its stroke.

The piston may also be paused at the inner end of its stroke, in which case the pause periods may be of equal or unequal duration.

The internal combustion engine of the invention also comprises a stationary cylinder, a piston that is reciprocally movable within said cylinder, and a mechanism for introducing a metered amount of flammable fluid into said cylinder so that combustion can occur; comprises a fuel supply member associated with the cylinder and movable in a plane substantially perpendicular to the path of motion of the piston, such that flammable fluid is introduced into the cylinder in a controlled manner as said member traverses said cylinder. It has become.

The piston may be a double-acting piston, with one movable fuel supply member at each end of the cylinder.

Further, the internal combustion engine of the present invention includes at least one piston that is reciprocally movable within a cylinder, the piston is interconnected with a hollow rotating member by a cam mechanism, the cam mechanism is supported by the rotating member, and the piston is reciprocating motion of rotates the rotating member, an auxiliary mechanism increases rotation of the rotating member, the auxiliary mechanism includes a closed circuit pressurized steam system, the system disposed within the hollow rotating member, an expander interconnected with the member, the expansion of steam within said expander
Mechanical energy is also applied to the rotating member. Preferably, the interior of the hollow rotating member comprises a part of the steam expander. The hollow rotating member includes a shaft, the shaft defining an annular chamber by the rotating member, and the hollow rotating member and the shaft disposed therein forming a rotating shaft of two substantially parallel shafts. rotate eccentrically relative to each other in the same direction, and a sealing mechanism cooperates with the rotating member and shaft to bring the chamber into a relatively high pressure region and a relatively low pressure region as the rotary member and shaft rotate eccentrically. It has become.

Further, the compressor-type engine of the present invention includes a stationary cylinder, a piston that is reciprocally movable within the cylinder, and an air control mechanism that controls the flow of air that is pressurized into one end of the cylinder, and the mechanism is configured to control the flow of air that is press-fitted into one end of the cylinder. It includes a member movable in a plane substantially perpendicular to the path of motion and an aperture through which air can enter the cylinder when the aperture is aligned with the cylinder end. The piston may be a double acting piston and two such openings may be provided, one at each end of the cylinder. The piston is interconnected with a rotating member by a cam mechanism, and the cam mechanism is supported by the rotating member, so that rotation of the rotating member causes the piston to reciprocate, and the opening member moves together with the rotating member. It is supported for rotation on its rotating member.

[Effect]

One of the drawbacks of conventional internal combustion engines is the high stress, but the response turn of the internal combustion engine of the present invention is completely different from conventional ones. That is, two rotating cylinder cover plates at opposite ends of the rotating member transmit high combustion forces axially through the rotating member rather than through the engine body. This results in a self-balancing cover turn within the rotating member. In other words, the response pattern accurately balances the applied forces. Therefore, virtually no stress is transmitted to the engine body.

Since the rotating member is floating on its support, it is not subjected to strong loads.

Also, in conventional internal combustion engines, the piston has a large skirt area, which causes friction losses, but in the internal combustion engine of the present invention, the double-acting piston has a fluid film between the exhaust ports. It is supported within the even colder region by a band of lubrication.

This area therefore allows the use of air film lubrication and/or linear motion bearings. A single cylinder internal combustion engine is also possible.

〔Example〕

FIG. 1 shows a compression ignition type internal combustion engine 1. FIG.

The internal combustion engine 1 is a two-stroke adiabatic engine that operates in a constant volume/heat addition cycle. The internal combustion engine 1 is a Rankine (Ra
nkine) Equipped with a mechanism for generating bottoming and compounding cycle operations.

The term "constant volume heat addition 1" means that a substantial amount of heat is released into the combustion air while the air is retained at a substantially constant volume.

Internal combustion engine 1 (hereinafter referred to as engine 1) has a central vertical axis 3
It is a cylindrical body with 12 equally spaced cylinders 2 arranged in a circle around the . The vertical axis of the cylinder 2 is parallel to the longitudinal axis 3.

The engine body 4 is formed into two parts 4al and 4b,
As shown in FIG. 4, it is removably fixed with nuts 5 and bolts 6. The bolt 6 is fixed to a portion 4a of the main body and extends into a hole formed in the other portion 4b. Exhaust port 8
The upper and lower rings are formed at portions 4a and 4b of the main body.

The cylinder 2 is formed in the main body 4. That is, there are six cylinders in each part of the main body.

Each cylinder 2 includes a piston 10 reciprocating within it. The piston 10 is of double end type and has a combustion space 11.
is formed at each end. As shown in FIG. 4, the combustion space 11 in expanded plan view - viewed from the path of the piston movement - is arcuate. That is, the common center of the circular arcs is located at the central axis 3 of the engine 1. The piston 10 includes a piston ring 12.

The engine 1 has a central output shaft 15 whose longitudinal axis is common to the central shaft 3 . The output shaft 15 is an integrally formed extension of the rotary drive member 16, as shown in FIG.

The rotating member 16 supports a drive cam 17 disposed between the upper and lower cylinder cover plates 18. The rotating member 16 is rotatable within the engine body 4.

That is, a labyrinth seal is provided by peripheral slots formed in each of the body 4 and cover 18. Labyrinth seals are also provided by circumferential throwers (21, 22) formed on the body 4 and rotating member 16, respectively. A radially disposed seal member 23 (see FIGS. 2 and 3) is disposed at the opposite end of the cylinder. The cylinder cover plate 18 is configured to rotate in a plane substantially perpendicular to the path of piston movement.

Each piston 10 has a central cutout 25 in which a pair of axially spaced rollers 26 are disposed. The rollers 26 of all pistons engage the upper and lower surfaces of the cam 17 so that as the piston 10 reciprocates within the cylinder 2, the cam 17 in turn rotates the rotating member 16 and applies torque to the drive shaft 15. Generate.

The cam 17 has a special shape, as described below, which causes the piston 10 to come to rest at opposite ends of its stroke.

The angle of rest is substantially equal at both ends of the stroke. The rest angle interval is 10° to 20° of rotation of the rotating member 16? Until then.

An annular groove 30 is formed within rotating member 16 .

This annular groove is spaced radially from the central blind end recess 31, which has a circular cross section. The recesses 31 and 11-groove 30 are separated from each other by a sleeve 29 coaxial with the rotating member 16. (See FIG. 18) The ribs of the vanes 32 extend radially inward from the wall of the sleeve 29 and further longitudinally downwardly to the full depth of the recess 31. A slot 33 is formed in the wall of the sleeve 29 immediately adjacent to the vane 32.

The slot 33 extends longitudinally along the vane 32 and serves as an opening providing communication between the recess 31 and the annular groove 30.

The vanes 32 extend into cooperating slots 34 formed in the rod-shaped sealing member 35 and are rotated relative to each other by means of slots 36 (FIG. 4) formed in an intermediate shaft 37 disposed in the hollow rotary member 16. It is configured to move. The shaft 37 is the internal shaft 3
9 is provided. Axis 3
A vertical slot 40 formed in the cavity 38 and the depression 3
An opening is formed to enable communication with 1. The lower end of the internal shaft 39 is supported by the drive member 16 via a bearing 41. The intermediate shaft 37 and the sleeve 29 together form an annular chamber 42 . (FIGS. 12'-12- to 15) It is clear that the term 1 annular 1 as used herein should not be interpreted in a strict sense since the width of the annular chamber 42 is not uniform.

The mating major diameter vane 32 and the mating major diameter sealing member 35 form a sealing mechanism that cooperates with the rotating member 16 and the shaft 37 to divide the chamber 42 into relatively high and low pressure zones.

The longitudinal axis of internal shaft 39 is illustrated at 45. Fitting blade 3
2 and sealing member 35 extend parallel to the axis and rotate around it. Internal shaft 39 supports cover plate 46 . The internal shaft 39 is fixed.

The intermediate shaft 37 is rotatable around the internal shaft 39 and is driven by the rotating member 16 via the blades 32 and the seal member 35 .

The axes 3, 45 are offset and substantially parallel to each other.

Since the shaft 45 is the vertical axis of the intermediate shaft 37, the shaft 37 can freely rotate eccentrically with respect to the rotating member 16.

A hollow portion 50 is formed in the inner shaft 39 . The axial slot 51 is formed in a wall partition defined by the hollow portion 50 and the outer surface of the internal shaft 39 .

The outer surface of intermediate shaft 37 supports a radially extending strip 52 (FIG. 4) located within a slot formed in the outer surface. radially movable strip 52
is provided to form a gas seal between the adjacent portion of the intermediate shaft 37 and the recess 31 when the intermediate shaft 37 rotates within the slot in which it is located.

The cover plate 46 is provided with a threaded hole 61 (FIG. 2.3) and a straight hole 60 (FIG. 7), so that the cover plate 46 can be attached to the engine body 4 using bolts (not shown). It is removably fixed. The arcuate throwers (62, 63) formed in the cover plate 46 provide an air inlet and a steam outlet, respectively. Steam outlet opening 63 communicates with annular groove 30 formed in rotating member 16.

The upper and lower cylinder cover plates 1B each include a pair of fuel injectors 65 disposed in threaded holes 66. (5th
．． 8) In the drawing, only the fuel injector 65 of the top cover 18 is shown. The cover plate 18 thus functions as a fuel supply member.

A metered supply of liquid fuel is delivered to all four injectors 65 simultaneously by a fuel pump 67 (FIG. 5). This fuel pump is operable by a cam 70 which reciprocates in a cylinder space 69 formed in the lower cylinder cover plate 1B and pushes a roller 71 supported by a piston 68.

The cam 70 is fixed and located on the upper surface of the lower cover plate 75. Cover plate 75 is removably secured to engine body 4 using bolts in the same manner as cover plate 46 is held in place.

A hole 76 is then formed in the cover plate 75 for this purpose. A central hole 77 is formed in the cover plate 75 and allows the drive shaft 15 to freely rotate therein.

A pair of arcuate openings formed around the periphery of the lower cover plate 75 connect with arcuate slots formed in the upper surface of the plate to provide an air supply port 80. Air supply port 80
can be in a straight line with the air inlet 81 (FIG. 1) formed in the lower cylinder cover plate 18.

The air inlet 81 (a similar inlet 81 in FIG. 8 is formed in the upper cylinder cover plate 18) is configured to swirl the air flowing through the inlet 81.

Fuel is supplied to the injection pump 67 through radially disposed passageways 85 (FIG. 9) formed in the lower cover plate 75.

The lower cover plate 75 houses a feed pump 90 with a reciprocating piston 91 in a cylinder space 92 . The piston 91 supports a roller 93 that presses a cam 94 supported by the drive shaft 15 to rotate with the drive shaft. Check inlet 95 and outlet 96 valves (FIG. 1) control the flow of fluid within cylinder space 92. The drive shaft 15 is disposed in a hole 97 formed in the cam 94.

The drive shaft 15 is -17- of the synchronous generator of the starter motor.
1+ Supports rotor 100. (FIGS. 1 and 10) A stator 101 of the synchronous generator is fixed around the stator 101 to a lower cover plate 75, and has a central hole 102 so that the drive shaft 15 can freely rotate.

A drive shaft 15 is inserted into a central hole 103 formed in the rotor 100 .

Referring to FIGS. 17 and 18, the engine 1 includes a Rankine bottoming compound cycle operating system. (Intermediate shaft 37 has been removed from FIG. 18) The cycle involves converting the thermal energy present in the engine exhaust gases exiting the exhaust port 8 (FIG. 1) into the rotating member 16 as mechanical energy. possible.

Systems that utilize Freon as the working fluid use a feed pump 90. This is a liquid fluid expansion device 110,
More specifically, the capacitor 111 in FIGS. 11 and 15
, regenerator 112, and steam generator 113. An annular manifold 114 (FIG. 18) collects exhaust gases exiting from the rings of the upper and lower exhaust ports 8. Fan device 11518- is used to blow air onto the heat exchange surface of condenser 111 as shown by arrow 116.

The fan is driven by the engine 1 via a shaft 117.

Operation will now be described, but for simplicity, the description will be of a single cylinder/piston assembly.

Referring first to FIG. 11, in a staged manner, combustion of the air/fuel mixture is complete and the piston 10 is about to begin its downward or expansion stroke. Therefore, piston 1
0 is located at top dead center.

At stage 1, expansion is complete. Then piston 1
0 will fall so that the associated outlet 8 will not be covered.

In phase q, the piston 10 continues to descend.

Most of the exhaust ports 8 are uncovered at this stage and high velocity exhaust gases escape through the exhaust ports, creating a negative pressure within the cylinder 2. (Kadency effect)
0 As mentioned above, the reciprocating motion of all 12 pistons lO rotates the rotating member 16 by applying a rotational force to the cam 17.

As the rotating member 16 rotates, the cover plate 18 of the single upper cylinder moves in the same direction on the common axis 3;
Rotate at the same speed. This rotation begins to expose the inlet 8I of the plate 18 to the top of the cylinder 2, allowing combustion air to enter the cylinder. The cover plate 18 of the cylinder is therefore in the form of a rotating shutter.

In stage p, the piston 10 reaches bottom dead center. The exhaust gases subsequently flow out from the cylinder 2 through the exhaust port 8 and fresh air is drawn in through the intake port 81, which at this stage covers most of the upper end of the cylinder 2. Not covered.

The piston 10 is at the bottom dead center for a considerable period of time, and the exhaust port 8 is fully open while the exhaust gas is being scavenged. The delay or pause is 15° of rotation of the drive shaft 15.
That's about it.

At stage 1, the piston 10 completes its delay period and begins to rise. At this stage, the intake port 81 is fully open and the top of the cylinder 2 is completely exposed, allowing air to flow in. The exhaust port 8 is still open.

In phase f, the piston 10 continues on its upward stroke. The exhaust port is closed by the movement of the piston, but the intake port 81&'i has not moved away from the top of the cylinder 2. The kinetic force ensures that the air continues to flow into the cylinder 2.

In stage Ω, the cover plate 18 of the rotating cylinder completely covers the top of the cylinder 2. piston l
The continuous upward movement of O begins to compress the air trapped within cylinder 2.

At stage 1, the piston is at top dead center. cylinder 2
The air trapped within is compressed to the volume of combustion chamber 11 (FIG. 1). Another significant delay occurs, again on the order of 15 degrees of rotation of the drive shaft.

As the insector 65 rotates together with the cylinder cover plate 18 and traverses the combustion chamber 11, it begins to inject a metered supply of fuel into the compressed air.

Injection continues while the injector 65 passes over the combustion chamber 11.

In stage U, the piston 10 completes its delay period at full top dead center. Combustion of the air/fuel mixture occurs quantitatively and to a significant extent. The piston lO moves downward,
I am about to begin the process of action.

The cycle of operation of each cylinder/piston has been described above with reference to each end of each piston 10.
The inner piston 10 continuously reaches the top dead center as the cam it rotates. When the piston IO is at top dead center with respect to one end of cylinder 2, it is at bottom dead center with respect to the other end of cylinder 2. The motion of each piston 10 is controlled and governed by the shape of the cam 11, which, as shown in FIG. As a result, the rest period is approximately 15° (0.52 radians) of rotation of the cam 17 at both top dead center and bottom dead center.

As shown in FIG. 16, the piston exhaust t "S" is equal to [αJ] at the top dead center and bottom dead center during the rest period,
It is related to the rotation angle rlJ of the cam.

The piston displacement rsJti is expressed by the following formula.

S = replacement [1-cxSω]・・・・・・・・・・・・・・・
・・・・■However, d-piston stroke λ=frequency of piston in one rotation of the cam (i.e., number of protrusions p of the cam) 0×y×α, ω=0 α××α For, ω = k (gu α) π τ kudaku ■ + α, for ω = π π s + α 96-d, ω = k (gu 2 α) Here, Figure 19 shows the rest period. This is a graph showing a general case in which ω is not the same at each end of the piston stroke. can be used.

For α that closes 0, ω=0 2π+(α+β)λ αζ For α, ω=k (52f-α
) ω; π: Tsujirochi L Kudakusan', product = k (0 - (α + β)), where α = rest period at one end of the piston stroke (
(radians) β=duration of rest at the other end of the piston stroke (radians) If desired, the shape of the cam 17 can be varied so as to make the rests unequal at opposite ends of the cylinder 2.

However, the application of the present invention is not limited to compression ignition engines. The engine Iti can also be used as a spark ignition engine by being equipped with an ignition device. In this case, the arcuate combustion chamber 11 of the piston 9 to 1o is preferably a hemispherical combustion chamber formed at the top of the piston. In that case, injection of fuel takes place as the modified piston IO moves between stages and stages (FIG. 11). When the piston 10 reaches top dead center, the associated igniter reaches the center of the hemispherical baking chamber 11.

A spark is then produced, igniting the air/fuel mixture.

In this embodiment, both ends of the piston 10 have a minimum clearance with the cylinder head 18, and combustion takes place in a combustion chamber 11 formed within the piston. In the modified version, the clearance between the piston lO and the cylinder head 18 is increased, and the volume of the combustion chamber 1 is reduced (or not reduced if necessary) to provide combustion space.

Since the piston 10 advances combustion with a sufficient time delay at top dead center and bottom dead center, there is no need for the ignition advance mechanism of a conventional spark ignition engine. i.e., a simple, reliable and inexpensive spark ignition system because of the electronic converters and microprocessors required in modern engines of this type to determine the desired ignition advance curve. is no longer necessary.

Any suitable form of spark ignition mechanism may be provided that utilizes the rotating member 16 as a distributor.

Such a mechanism may consist of an insulating ring (not shown) of a pick-up vag disposed around the drive shaft 15. Insulated leads disposed within rotating member 16 are used to deliver high voltage current to the spark igniter.

The Veg attached to the drive shaft 15 cooperates with a stationary magnet (not shown) to form a trigger system used in conventional electronic ignition systems.

The rotating cylinder cover plates 18 are provided with a mechanism for introducing fresh air and fuel into each cylinder and igniting the resulting air and fuel mixture. introduction of air,
Injection of fuel and ignition in the case of spark ignition type of engine I take place in the sequence of the cycle. That is, the air intake ports 8I on the cover plates 18 of the cylinders introduce air into each cylinder 2 sequentially. Similarly, the fuel insectors 65 operate sequentially for each cylinder 2. The intake port 81, the injector 65, and the igniter in the case of the spark ignition type of engine are located on the cover plate 18 of each cylinder and are independent of the number of cylinders 2. That is, an insector and an intake port are not required for each cylinder.

The rotary cylinder cover grate +8U provides an excellent solution to the complex problem of engine design. It is the introduction of fresh air into the cylinder.

A mechanism can be provided to promote air flow through the cover plate 18H1 inlet 81 of the rotating cylinder. For example, it is a flow promoting vane disposed at the intake port 81.

Engine I avoids the need for a camshaft, tappet, and valve for each cylinder as in conventional engines. The number of intake ports 81 formed in the cover plate 18 of each rotating cylinder is independent of the number of cylinders 2. This results in a much simpler, more reliable, and less expensive intake mechanism. Each cylinder 2 achieves the same volumetric efficiency as the other cylinders, since fresh air is introduced into each cylinder under exactly the same conditions. Furthermore, a high volumetric efficiency is achieved because the inflow of air into the cylinder 2 is not restricted and the area of the inlet port is large, exposing the entire cylinder to the incoming air. It depends on. The rotation of the inlet 81 as the associated cover plate rotates results in supercharging of the cylinder 2. The high volumetric efficiency is a result of the introduction process occurring over a short period of time. Most of the incoming air does not come into contact with the hot cylinder walls, and there is no tendency for the incoming air and exhaust gas to mix.

Since all insectors 65 operate simultaneously, each cylinder 2rl'i receives exactly the same amount of fuel. The result is a well-balanced engine with a symmetrical distribution of combustion power as an ordered, continuous combustion. Fuel is injected into each cylinder 2 while the associated injector 65 traverses the top of the cylinder, so that the atomized fuel droplets and the air trapped in the cylinders 2 mix very well. This results in efficient combustion.

By providing each piston with a hemispherical combustion chamber, uniform and even higher combustion efficiency is achieved.

The rotating member 16, which has rotating cylinder cover plates 18 at opposite ends, is self-aligning. Therefore, the stress path in the member 16 balances the forces applied thereto, so that no substantially large force is transmitted to the engine body 4.

This greatly reduces the stress level on the engine body 4, and although the engine body 4 cannot be expected to withstand high stresses, especially tension, like ceramics, it is lightweight and
It allows for fabrication with materials that have many desirable properties: high operating temperatures and thermal insulation capabilities. Therefore,
This gives rise to the concept of the possibility of an adiabatic engine. In such engines, the cupboards 18 of the rotating cylinders can be easily insulated with two semicircular ceramic plates on each cupboard 18. are subjected to stresses and can be made of a single piece of high-strength material to withstand these stresses, such as forged steel machined to final tolerances. Mechanically clean and small front area.

Such advantages can be exploited in the construction of aircraft structures with their low stress levels. Until now, aircraft have been manufactured so that the fuselage supports the engine.

The engine can now become part of the load-bearing structure.

The arrangement of the rotating cylinder bed with the cover plate 1B also makes it possible to greatly simplify the construction, assembly and maintenance of the engine I. This is because the engine body 4 can be divided into two halves in the longitudinal direction, as shown in FIGS. 2 and 3.

From a construction point of view, the clearance of the piston lO can be made to very high tolerances, since the bore of the cylinder 2 can be drilled correctly from one end, and this This results in less assembly work and therefore lower costs.

Moreover, the engine 1 has a small number of identical components.

The engine can be increased in size and/or horsepower without significant complexity.

12-15, these figures show an expander 110 formed within a hollow rotating member 16 and interconnected with the iris 6 of the member. Also, this member 16#
It forms part of the i-expander. The rotating member 16 and the intermediate shaft member 31 rotate at the same time in the same direction (arrow 125), but not around the same center. The vanes 32 and the cooperating sealing member 35 together form a gas-tight mechanism, which divides the annular chamber 42 into two regions:

The rotating member 16 rotates around the axis 3, while the intermediate shaft member 31 rotates around the axis 45.

As a result of this arrangement on the moving palm, the intermediate shaft 31
rotates slightly out of phase with respect to 6.

Therefore, when the member 16 rotates at a constant angular velocity, the intermediate shaft 310 angular velocity will vary slightly from the constant angular velocity of the member 16 (
±) change. Slight differences in the angular velocities of member 16 and intermediate shaft 310 are accommodated by rotating cylindrical seal 35 about its own geometric center through a small angle, as vane 32 This is because they (relatively) move inside and outside at the same time. Each of the radial seals 52 supported by the shaft member 31 is located at a distance of ±30 from the eccentric line.
contacting the inner surface near the rotating member 16 of the
It moves a small distance into and out of its position within the intermediate shaft 81. Expansion of high pressure steam occurs as that portion of chamber 42 to the left of K, 5132 is progressively increased by rotation of member 160 as seen in FIG. As can be seen in FIG. 12, that part of the chamber to the right of the vane 32 is progressively reduced, discharging the remaining low pressure steam from the previous rotation towards the slot 33 and into the exhaust collection groove 30. Sign. The two parts of the chamber 42 consist of a high-pressure region and a low-pressure region, which are separated by a sealing member 35 cooperating with the vane 32 . Although the solid shaft 39 is stationary, it serves two purposes. First,
It positions the intermediate shaft 37. It then acts as a "rotary" valve by admitting high pressure steam into the expansion chamber 42 formed between the intermediate shaft 37 and the rotating member 16.

As shown in FIG. 12, the slot 40 of the intermediate shaft member 31
begins to traverse the slot 51 of the solid shaft 39, at which point an outer flow of high pressure steam occurs from the hollow portion 50 of the shaft 39 towards the expansion volume or high pressure region to the left of the vane 32. The volume on the left side of the vane 32 constitutes a low pressure region,
This is because this volume contains low pressure steam from the expansion process that took place during the previous rotation of the shaft member 31.

34- In FIG. 13, slot 40 has completely traversed slot 51, completing the flow of steam into the high pressure region of chamber 42, ie to the left of vane 32. Figures 12 and 13
During the stages shown, the rising flow of high pressure steam causes a constant pressure expansion, resulting in a torque applied to the rotating member 16 by the vanes 32.

13 and 14, the steam trapped in the portion of chamber 42 below vane 32 undergoes polytropic expansion and continues to apply a torque to member iris 6. At the stage shown in Figure 14, both the rope expansion and the removal of low pressure steam from the previous rotation are complete.

Referring to FIG. 15, vane 82 has crossed the eccentric line and displacement of low pressure steam is about to occur through slot 33. When the blade 82 rotates further,
A high pressure area is formed on the left side of the vane 32. The steam expands at a constant high pressure, and then the slots 40 and 5 fit together again.

The steam cycle shown in FIGS. 12 to 15 utilizes the thermal energy present in the exhaust gas of the engine. This thermal energy is converted into mechanical energy via the expander 110, and the steam cycle shown in FIGS. It applies energy to the rotating member 16. In this way, the extra energy obtained by the expander 110 is transmitted to the rotating member 16. Therefore, the engine l is equipped with an auxiliary mechanism for increasing the rotation of the rotating member 16.

17 and 18, engine exhaust gas flows from the exhaust collection manifold (14) to the atmosphere via the steam generation mechanism 118, converts thermal energy into a working fluid (FREON), The working fluid flows backward through the steam generation mechanism 13.The high pressure steam that has left the steam generation mechanism 113 is expanded via the expander 110 shown in FIGS. This is to generate extra torque.Low pressure steam is
From expander +10 it flows to heat exchanger 112 and then to condenser III. In heat exchanger 112 , heat from the low pressure steam is transferred back to the condensed fluid pumped by pump mechanism 90 and returned to steam generation mechanism 113 . This cycle is repeated.

The cylindrical shape of engine i allows the various components of the Rankine bottoming cycle to be compact.

(The bottoming cycle is a thermodynamic cycle that uses thermal energy in the exhaust flow as a heat source. Therefore, the steam generation mechanism surrounds the engine and
Space within the hollow rotating member 16 is utilized to house a steam expander 110.

When the steam generation mechanism II3 is formed so as to surround the exhaust gas outlet 8, the maximum heat capacity can be extracted from the exhaust gas. Since the gas is not moved far before entering the steam generation mechanism 113, the gas retains its high temperature. By surrounding the engine 1, the steam generation mechanism 113 not only acts as a muffler, but also as an effective noise suppressor. The steam generation mechanism also serves to utilize the pressure waves emanating from the exhaust port 8 to prolong the initial negative pressure created by the cadence effect mentioned above.

By configuring the steam expander +10 to take advantage of the rotational movement of the member 6, an ideal combination of -order and second-order thermodynamic cycles is achieved with only a small number of components.

Since no gear box is required to transmit the movement of expander 110 to rotating member 16, a high degree of efficiency and reliability is achieved even when gear teeth are used.

The expander 110 of the engine I can be used as a starter motor with the help of a compressed air supply.

The engine can be modified for use as a compressor. In this case, the engine 1 does not have unnecessary parts such as the exhaust port 8, the fuel injector 65 and the expander 110, and the rotating member 16 can be used as a rotor of an electric motor.

The intake port 81 needs to be doubled. That is, one set is made to be able to admit the atmosphere, and the other set is made to be able to discharge only compressed air instead of the fuel insector 650.

The movement of the piston IO need not be limited to a path substantially parallel to the solid axis 3. In a modification (not shown), the cylinder 2 can be arranged to extend radially outwardly from the shaft 3. The piston-actuating cam may consist of a ring-shaped member, the solid axis of which coincides with the axis 3.
, the engine l has a high torque at low speed rotation, e.g.
It is expected that a propeller or propeller blower can be driven without the need for a gearbox.

〔Effect of the invention〕

Since the present invention has the configuration and operation as described above, it has the following effects.

(a) The engine can be operated in a constant heat addition cycle with the piston at top dead center in a fairly idle state while combustion of the air and fuel mixture occurs. This cycle is more efficient than the thermodynamic cycle of conventional engines, which is only close to a constant heat addition cycle.

(b) Since the piston is delayed considerably at bottom dead center and the exhaust port is fully open during this time, exhaust gas is efficiently scavenged from the cylinder.

(c) Since the piston is retarded at the maximum exhaust port area at bottom dead center, the height of the exhaust port is low and therefore substantially complete expansion of the gas in the cylinder is possible, and the drive shaft 15 gives extra effect to.

Conventional engines, on the other hand, open the exhaust too early, resulting in incomplete expansion of the gas in the cylinder, and thus
This results in a reduction in power output and an increase in specific fuel consumption, since a limited amount of time is required for the flow of exhaust gases from the cylinder.

As mentioned above, the engine operates on a constant heat addition cycle. This is a thermodynamic cycle in which a significant amount of heat is added to the combustion air while the combustion air is held at a substantially constant rate. Conventional engines approximate this constant heat addition cycle and use a piston that is dynamically connected to the crankshaft so that the volume of combustion gas changes during combustion, but the engine of this invention In this case, the volume of compressed air remains essentially constant during combustion, which is a result of the piston's rest.

The present invention also has the effect of lower fuel consumption, that is, higher fuel efficiency than conventional turboshaft engines, and this is due to the following factors.

B. Friction loss within the engine itself is low.

During combustion, the piston is delayed at top dead center, allowing the engine to operate in a constant heat addition cycle.

C. The piston is delayed at bottom dead center while the exhaust port is fully open.

Second, when the fuel inductor crosses the arcuate combustion chamber, the atomized fuel droplets and air mix well, so the combustion efficiency of the air-fuel mixture is much higher.

E. Fuel can be supplied to a specific 41-cylinder by selectively operating the fuel injector. Therefore, the engine output can be displayed numerically and the part load efficiency of the engine can be increased. It is possible to simulate various displacements by selectively switching cylinders. Furthermore, since the number of cylinders is large, 24 in total, the output can be divided into even more degrees.

First, exhaust heat energy is used effectively. This is due to the use of a small expander located within the rotating member, and with this arrangement there is no need to install a gear box.

Additionally, this invention has the effect of reducing engine friction loss and extending its service life. This is because, in this type of engine, the inertial force due to the reciprocating motion of the piston is suppressed by cushions created by compressed air at either end of the piston and is not transmitted to the rotating member.

[Brief explanation of the drawing]

42- FIG. 1 is a side view (along the line I--I of FIGS. 4, 5, and 6) of the central part of the internal combustion engine of the invention, and FIGS. a perspective view of a half of the internal combustion engine body of the invention;
Figures 4, 5, and 6 show the lines, culm-bar, and V of Figure 1.
-V and Vl-Vl sectional views, respectively, FIG.
8, 9, and 10 are perspective views of the interior of the internal combustion engine of the present invention, FIG. 11 is an explanatory diagram of the internal combustion engine during its operating stroke, and FIGS. 12, 13, and 14. 15 and 15 are explanatory diagrams of the operation of the steam expander section, FIG. 16 is a graph showing piston rest, and FIGS. 17 and 18 are
FIG. 19, an illustration further illustrating the operation of a steam expander with a closed circuit pressurized steam system, is another graph showing piston deactivation. 2・・・・・・・・・・・・Cylinder 3・・・・・・・・・・・・Common shaft (rotating axis) 3.45
...Substantially parallel axis 8...Exhaust port 10...Piston 43-11...Combustion chamber 16 ...Rotating member (hollow rotating member) 11
......Cam mechanism 18...Movable fuel supply member 32...
...Blade mechanism 32.35...Sealing mechanism 35...Sealing member 31...Shaft 42... ...Annular chamber 45...Longitudinal axis 65...Fuel injection mechanism 81...Intake port 90... ...Bob mechanism 110...Expander 113...Steam generation mechanism 44-

Claims (1)

[Claims] (1) An internal combustion engine comprising a stationary cylinder, a piston that is reciprocating within the cylinder, and a mechanism for introducing a metered amount of flammable fluid into the cylinder so that combustion can occur. , the mechanism comprises a fuel supply member (18) associated with the cylinder (2) and movable in a plane substantially perpendicular to the path of motion of the piston, the flammable fluid being transferred by the member (18) across the cylinder (2). 6 to the cylinder.
5. An internal combustion engine characterized by being introduced via 5. (2) The piston (lO) is a double-acting piston,
2. Internal combustion engine according to claim 1, characterized in that one movable fuel supply member (I8) is provided at each end of the cylinder (2). (3) The piston (lO) is interconnected by a rotating member (16) and a cam mechanism (11), the rotating member supports the cam mechanism, and the reciprocating motion of the piston (lO) is caused by the rotating member (16) is rotated, the movable fuel supply member (18) is supported by the rotary member (16) so as to rotate together with the rotary member (16), and the members (16, 1B) are common in the same direction and at the same speed. Claim 2, characterized in that the rotation of the shaft (8) is adapted to rotate together.
Internal combustion engine as described in section. (4) The internal combustion engine according to claim 3, wherein the cam mechanism (11) is shaped so as to stop the piston (10) at the opposite end of its stroke. (5) The internal combustion engine has a cadence
It is possible to operate in a two-stroke cycle by means of a mechanism that utilizes the effect, and the mechanism comprises a plurality of exhaust ports (8) arranged around the outer circumference of the cylinder (2), through which the air passes through the exhaust ports. The flow of air is limited by a movable member (18) with a plurality of inlets (81) and controlled by a piston, each inlet being adapted to cause air to flow into the cylinder through the inlet when aligned with the cylinder. An internal combustion engine according to any one of claims 1 to 4, characterized in that: (6) The internal combustion engine has a mechanism (not shown) that promotes the inflow of air into the cylinder (2) through the intake port (81).
An internal combustion engine according to claim 5, characterized in that it is equipped with: (Force) The internal combustion engine has its movable fuel supply member (18
) supports the fuel injection mechanism (65). (8) In the internal combustion engine, the piston (10) is recessed to define an arcuate combustion chamber (11), and when viewed along the movement path of the piston, the curvature of the combustion chamber is defined by the fuel injection mechanism. (9) The internal combustion engine has a movable fuel supply member (18).
7. An internal combustion engine according to any one of claims 1 to 6, wherein the internal combustion engine supports a fuel injection and spark ignition mechanism (not shown). θG The internal combustion engine according to claim 7, characterized in that the piston (lO) of the internal combustion engine is recessed so as to define a hemispherical combustion chamber (not shown). (11) The internal combustion engine includes a cylinder (2) associated with a plurality of pistons (10) disposed around the rotation axis (3X) of the rotation member (16), 16) The internal combustion engine according to any one of claims 3 to 10, characterized in that combustion occurs sequentially as the engine rotates. 12. Internal combustion engine according to any one of claims 1 to 11, characterized in that the internal combustion engine is operable in a metered heat addition cycle. (1) The internal combustion engine has a mechanism (17) that it is equipped with.
13. Internal combustion engine according to any one of claims 1 to 12, characterized in that the piston is brought to rest at at least one end of its stroke by means of an internal combustion engine.